REPORTS 



SEACOAST DEFENSES! 



THE BOARD OF ENGINEERS; 



AND 



:hnical details of engineering methods on fortifications, 
rivers and harors, and other works; 



BEING 



EXTRACTS 



FROM THE 



ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1904. 



WASHINGTON: 

GOVERNMENT PRINTING OFFICE. 
1904. 



/ 
REPORTS 



' \ 



^.3i 



SE AGO AST DEFENSES; 
THE BOARD OF ENGINEERS; 



TECHNICAL DETAILS OF ENGINEERING METHODS ON FORTIFICATIONS, 
RIVERS AND HARBORS, AND OTHER WORKS; 



EXTRACTS 

FROM THE 

r 

ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1904. 



k 



V 



WASHINGTON: 

GOVERNMENT PRINTING OFFICE. 

1904. 



T^ 



iv 



r.l 



IVIAR 1 1905 
D.ofD, 



/ 



^3^' 



77 



[EXTRACT FROM THE ANNUAL REPORT OF THE CHIEF OF ENGINEERS 
TO THE SECRETARY OF WAR.] 

Office of the Chief of Engineers, 

United States Army, 
Washingtmi^ Septemhei' 28^ 190 i.. 



THE BOARD OF ENGINEERS. 

The regulations for the government of the Corps of Engineers pro- 
vide for a Board of Engineers, consisting of not less than three officers, 
designated })y the Chief of Engineers with the sanction of the Secretary 
of War. This Board acts in an advisory capacity to the Chief of 
P^ngineers upon important questions of engineering. One of its prin- 
cipal duties is to plan or revise the projects for permanent fortifications 
of the United States. 

During the fiscal 3'ear the Board has reported upon numerous sub- 
jects connected with fortification work, and various tests have been 
witnessed and inspections made b}' its members. 

4 



FORTIFICATIONS. 5 

A statement of the composition of this Board during the past fiscal 
year will be found in its report. 
(See Appendix No. 1.) 

FORTIFICATIONS. 

The scheme of national defense upon, which work has now been in 
progress since 1888 is primarily based upon a report dated tlanuar}^ 16, 
1886, submitted b}^ the Board on Fortifications or other Defenses, 
popularly known as the Endicott Board. This Board indicated the 
localities where defenses were most urgently needed, determined the 
character and general extent of the defenses, with their estimated cost, 
and recommended for first consideration the names of 27 principal 
ports, arranged in the order of their importance. 

The first act of Congress designed to carry out the recommendation 
of the Endicott Board was approved September 22, 1888. It .created 
the Board of Ordnance and Fortification and made appropriations for 
beginning the manufacture of modern seacoast ordnance, but made no 
provision for the construction of batteries. The first appropriation 
for the construction of gun and mortar batteries was contained in the 
act of August 18, 1890, since which time appropriations of varj^ing 
amounts have been made regularly each year for carrying forward the 
adopted scheme of coast defense, for the manufacture of ordnance, for 
the construction of batteries, and for torpedo defenses. 

From time to time the defensive details for each localit}^ have been 
carefull}^ elaborated in projects prepared by The Board of Engineers, 
and in each case these projects have received the formal approval of 
the Secretar}^ of War prior to the beginning of actual work. Up to 
the present time projects for permanent seacoast defenses have been 
adopted for 31 localities in the United States as follows: 

1. Frenchman Bav, Maine. | 16. Cape Fear River, North Carolina. 

2. Tenobscot River, Maine. 17. Charleston, S. C. 

3. Kennebec River, Maine. ' 18. Port Royal, S. C. 

4. Portland, Me. 19. Savannah, Ga. 

5. Portsmouth, X. H. i 20. St. Johns River, Florida. 

6. Boston, :Mass. . i 21. Key West, Fla. 

7. New Bedford, Mass. j 22. Tampa Bay, Florida. 

8. Narragan sett Bay, Rhode Island. : 28. Pensacola, Fla. 

9. Eastern entrance to Long Island ! 24. Mobile, Ala. 

Sound. . I 25. New Orleans, La. 

10. New York, N. Y. 26. Galveston, Tex. 

11. Delaware River. • i 27. San Diego, Cal. 

12. Baltimore, Md. | 28. San Francisco, Cal. 

13. Washington, D. C. 29. Columbia River, Oregon and Wash- 

14. Hampton Roads, Virginia. ington. 

15. Entrance to Chesapeake Bay at Cape 30. Puget Sound, Washington. 

Henry. ' ; 31. Lake Champlain. 

In addition to the above localities, the defense of the Great Lakes 
and the St. Lawrence River is under consideration. 

The seacoast defenses of the United States are now somewhat more 
than 50 per cent completed. Twentv-five of the principal harbors of 
the United States have a sufficient number of heavy guns and mortars 
mounted to permit an effective defense against naval attack, and during 
the past four j^ears considerable progress has been made in the instal- 
lation of an adequate rapid-tire armament, now the matter of first 
importance. 

G2/J} and mortar hatteries. — The existing projects for seacoast defenses 
comprise 364 heavy guns of 8-inch, 10-inch, and 12-inch calibers, 1,296 



6 



REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



mpid-tiro jjfiins from 2. '24-inch to O-incli caliher, and 524 mortars. The 
total cost for the eiit^incci-in*^ work is estimated at $50,000,000, includ- 
ing;: what has been completed as well as what reniains to be done. 

Since the inaiitru ration of the present system of coast defense the 
several appropriations made by Congress for the construction of gun 
and mortar batteries have been as follows: 



Act of— 

Aujriit^t IS, 1S90 $1, 221, 000. 00 

Fi'bniarv 24, 1S91 750, 000. 00 

.1 11 1 V 2S, *1 802 500, 000. 00 

Fcl )ruarv 1 S, 1 S03 50, 000. 00 

A ii^nist i , 1 S94 500, 000. 00 

:Marcli 2, 1895 500, 000. 00 

June H, 1898 2, 400, 000. 00 

March S, 1897 3, 841, 333. 00 

Allotineiit.s from the appro- 

Sriation for "2sational 
•efense," act of March 

9, 1898 3, 817, 676. 02 



Act of— 

• May 7, 1898 $3, 000, COO. 00 

Julv 7,1898 2,562,000.00 

March 3, 1899 1 , (KX), 000. 00 



Mav 25, 1900 



2, 000, 000. 00 



March 1, 1901 1,615, 000, 00 

June 6, 1902 2, 000, 000. 00 

March 3, 1 903 2, 236, 425. 00 

April 21 , 1904 700, 000. 00 



Total 28,693,434.02 



The total number of seacoast guns and carriages for which the Chief 
of Ordnance reports his department has made provision, and the cor- 
responding permanent emplacements for which the P^ngineer Depart- 
ment has made provision with the funds appropriated for construction 
of gmi and mortar batteries, including allotments from the appropria- 
tions for "National Defense," are shown in the following table: 



Type of gun or carriage. 



Total 
carriages 
provided. 



Total 
emplace- 
ments 
provided. 



12-inch mortar carriages, model 1896 

12-inch mortar carriages, model 1S91 

12-inch disappearing carriages, L. F., model 1901 

12-inch disappearing carriages, L. F., model 1897 

12-inch disappearing carriages, L. F., model 1896 

12-inch gun-lift carriages, altered to nondisappearing 

12-inch gun-lift carriages, model 1891 

r2-inch nondisappearing carriages, model 1892 

10-inch disappearing carriages. A. R. F., model 1896 

10-inch disappearing carriages, L. F., model 1901 

lO-inch disappearing carriages, L. F., model 1896 

10-inch disappearing carriages. L. F., model 1894 

10-inch non(iisai)pearing carriages, model 1893 

8-inch disai)pearing carriages, L. F., model 1896 

8-inch disappearing carriages. L. F.. model 1894 

8-inch nondisa])pearing carriages, model 1892 

15-inch smoothhore carriages altered for 8-inch rifles 

6-inch disappearing carriages, model 1898 .-. 

6-inch rapid-tire ( Vickers Son & Maxim) pedestal mounts 

6-inch disappearing carriages, model 1903 

6-inch rapid-fire. ])cdestal mounts, model 1900 

5-inch balanc('d-])illar mounts, model 1896 

6-inch pedestal mounts, model 1903 

4.7-inch rai)id-fire (Armstrong pattern), ])edestal mounts. 
4.7-inch rapid-fire tychneidcr pattern), pedestal mounts.. 

4-incli rapid-fire (l)riggs-Schroeder), pedestal mounts 

3-inch balanced-pillar mounts 

3-inch casemate mounts 

3-inch pedestal mounts 

2.21-inch rapid-fire field carriages and rampart mounts ... 



"306 

bSb 

11 

35 

27 

3 

2 

c28 

3 

12 

74 

rt35 

ell 

38 

26 

/9 

21 

29 

8 

90 

44 

32 

21 

34 

1 

4 

118 

2 

134 

70 



U) 



296 
80 
11 
35 
27 
3 
2 
27 

12 
74 



40 

26 
^9 

;.2i 

29 

S 
90 
44 
32 

21 
34 
'1 

4 
118 

2 
134 



aThe number of carriages of this type provided for exceeds by 10 the number which the Chief of 
Engineers has notified the Chief of Ordnance are required for the emplacements he has provided. 

ft One in use at West Point; 4 in storage. 

(•One in use at Sandy Hook Proving (Jround. 

dOne carriage is the original experimentJil one for thi.s caliber of gun, and has been put out of 
service at the instance of the Artillery Corps. 

pQne at Sandv Hook Proving (Ground. The number of carriages of this type provided for exceeds 
by 2 the number wiiich the Chief of Engineers has notified the Chief of Ordnance are required for 
the emplacements he has provided. 

/One at West Pf)int aiid one at Sandy Hook Proving Ground. 

(/Five temporary: armament removed from 3. 

ft Temporary: armament removed from 20. 

t Temporary. 

i Movable mounts. 



FORTIFICATIONS- i 

The foregoing table shows that up to the present time provision has 
been made for emplacing 334 heavy guns (including 26 temporary 
emplacements), 587 rapid-fire guns (including 1 temporary emplace- 
ment), and 376 12-inch mortars. 

During the fiscal year just closed operations were carried on with 
unexpended balances of the appropriations carried by the regular forti- 
fication appropriation acts approved June 6, 1902, and March 3, 1903. 
The number of emplacements provided for under each of the fore- 
going acts is exhibited in previous annual reports. Under the fortifi- 
cation act of April 21, 1901, it is proposed to provide emplacements 
for 22 6-inch and 1 5-inch guns. 

The total number of emplacements of every kind provided for to 
date by all appropriations is as follows: 



12-inch. 


10-inch. 


8-inch. 


Rapid- 
fire. 


12-inch 
mortars. 


105 


133 


96 


587 


376 



In this total are included seventy 2.24-inch rapid-fire guns on mov- 
able mounts not requiring permanent emplacements, temporary 
emplacements for twenty-one 8-inch B. L. rifles on modified 15-inch 
carriages, one temporar}^ emplacement for 1.7-inch rapid-fire gun, five 
temporaiy emplacements for 8-inch guns on nondisappearing carriages, 
and the emplacement for the original experimental 10-inch disappear- 
ing carriage. The foregoing temporary emplacements were built 
during the war with Spain from the " National Defense " funds. The 
8-inch guns will be transferred from time to time to permanent 
emplacements as these are completed, and a number of them have 
already been so transferred. While it is proposed eventuall}^ to dis- 
arm these temporary emplacements, they can again be used in case of 
emergency, and have for this reason been included in the foregoing 
enumerations. 

The status of emplacements for which funds have been provided by 
Cono-ress is as follows at the close of the fiscal vear: 





12-inch. 


10-inch. 


8-inch. 


Rapid- 
fire. 


12-inch 
mortars. 


Guns mounted 


93 

I 


a 119 

8 
6 


&93 
3 


cl85 

d250 

152 


350 


Ready for armament 


14 


Under construction 


12 








Total 


105 


133 


96 


587 


376 



(I Including original experimental 10-inch carriage. 

& Twenty-three of these which have been mounted temporarily have since been dismounted. 

<? One temporarily. * 

d Including seventy 6-pounders not requiring permanent emplacements. 

At the close of the previous fiscal year there were reported mounted: 



12-inch. 10-inch, j 8-inch. 

j 1 


Rapid- 
fire. 


r2-inch 
mortars. 


92 115 93 


178 


328 



b REl'ORT OF THE CHIP:F OF ENGINEKKS, U. S. AKMY. 

A comparison of tlio last two tal)los shows an addition diirino- the 
yoar to tne conipleti'tl scacoast aiiiianiont of one 12-inch ^un, four 
l()-inch iifuns, seven rai)id-tire guns, and twenty-two mortars. 

For continuing the work of construction of gun and mortar batteries 
in accordance with appnned projects, an estimate of S-lrJH.M),oOO is 
su))mitted. 

Mod, rnhln(f tJic ohhr f in placement^. — At the present time emplace- 
ments have heen j)rovid('d at most of our harbors for enough high- 
power armament of S-incli. 10-inch, and 12-inch caliber to atlord an 
eti'ective defense, and it is not contemplated to construct many more of 
these emplacements until an adecjuate rapid-fire armament to supple- 
ment the heavier guns has been installed. The construction of high- 
power batteries was conuuenced in 181^0, and has been in progress ever 
since. All of these emplacements permit reasonably elective service 
of their guns, })Lit when the earlier batteries were built there was very 
little known as to the speed at which modern high-power guns could 
be safely tired, and less as to the actual artillery methods of handling 
them. \\'ith experience iiuproved methods of construction were 
developed, and target practice w^ith smokeless powder, invented after 
many of the batteries were completed, has shown the desirabilit}^ of 
certain additions and modifications. As rapidh^ as the needs were 
recognized they were met by changes which were incorporated in the 
plans for all subsequent emplacements. The latest batteries leave 
little to be desired; the bulk of the emplacements require only mod- 
erate additions to bring them up to full efficiency: a few of the very 
earliest require extensive changes and additions. The principal 
improvements proposed consist in widening the loading platforms to 
avoid accidents to the gunners and confusion in ammunition service, 
as well as to furnish additional storage rooms for projectiles where they 
are less exposed to condensation and dampness: in providing latrines 
in the vicinitv of the emplacements: in providing adequate wat«r 
supply at each emplacement, and in providing additional means of 
lighting gun platforms, carriages, and sights for niofht practice. For 
these improvements, divided among 1,21m different emplacements, an 
estimate of !^iU2,500 is submitted. The average cost per emplacement 
is seen to be only about 8725. 

Range and posit km finders. — During the year satisfactory progress 
has been made. The utmost harmony has existed between the Chief of 
Engineers, the Chief of Ordnance, tie Chief Signal Officer, and the 
Chief of Artiller}', all of whose departments are involved in the work. 
The horizontal-base system of position finding has recently been adopted 
by the Artillery, and Boards consisting of two traveling artilleiT mem- 
bers associated with the local artillery commanders and distrit-t engineer 
officers at each fortiiied harl)or on the Atlantic and Gulf coast.> have 
prepared the necessary schemes of base-end stations. AVhen finally 
approved by the Chief of Artillery, the installation of the stations, 
instruments^ and cables will be conjointly prosecuted by the Chief of 
Engineers, the Chief Signal Officer, and the Chief of Ordnance. 

Based on the plans of these Boards, it is estimated that the engineer 
work of installing tire-control stations and supplying the necessar}^ 
electric light and power plants to operate them in l^attcries. which are 
now complete in all other respects, will require an appropriation of 
$500,000. 



FOETIFICATIONS. 9 

Sites. — During the past 3^ear negotiations have been continued for 
the acquisition of 1 site at Narragansett Bay, and 1 at the eastern 
entrance to Long Island Sound. The acquisition of 1 site at Portland 
Harbor, Maine, of 1 site at Boston Harbor, and of tracts at the defenses 
of Washington. D. C, Hampton Koads, Virginia, Savannah, Ga., and 
New Orleans, La., was completed during the year. In addition, nego- 
tiations haTe been entered into for the acquisition of tracts at the 
defeiises of the Kennebec River, Maine; Charleston, S. C. ; Mobile, 
Ala.; the Columbia River, and Puget Sound. 

A number of sites still remain to be acquired to carry out the 
approved projects of seacoast defenses, and an estimate of §650,000, 
including a special estimate for Cushing Island, Portland Harbor, 
Maine, is submitted to continue the work. The most important of 
the sites still to be acquired is the one at the southern entrance to New 
York Harbor, rendered necessar}^ b}^ the new deep-water entrance now 
under construction. 

Searcjiligkts and electrical connections. — The fortification appropria- 
tion acts approved June 6, 1902, March 3, 1903, and April 21, 1904, 
each appropriated $150,000 for the installation of searchlights in 
seacoast defenses. Under these appropriations searchlights and the 
means to operate them have been provided so far as the funds would 
permit. 

It is especially important that systematic installation of searchlight 
apparatus for night defense should be continued. Experience has 
shown that econom}^ in installation and the keeping of electric plants 
in good order in time of peace are promoted by habituall}^ using forti- 
fication plants for post illumination. 

For continuing searchlight installation, an estimate of $500,000 is 
submitted and is recommended for special consideration as being 
urgenth' necessary. 

Prf^servation and repair of fortifications. — The operations under 
this appropriation have consisted during the fiscal year in the pres- 
ervation of engineer material in new batteries, the application of 
remedial measures for reducing the dampness in some magazines in 
the earlier works and the repair and improvement of the anmiunition 
service. The mechanical and electrical appliances in modern batteries 
demand unrenaitting attention to prevent deterioration and damage 
under the destructive influence of the moist sea air. The new works 
already constructed represent an expenditure of approximately $28,000,- 
000 for engineering work alone. With the $300,000 provided for by 
the act of April 21, 1904. for works of preservation and repair it 
will be possible to remed}^ many incipient leaks and other defects, as 
well as to keep the iron work and apparatus for ammunition service 
well painted and free from rust. It is strongly recommended that an 
appropriation of the same sum be again made this j^ear, as the needs 
are great and the number of separate batteries, etc., requiring atten- 
tion and care is constantly increasing. 

Supplies for seacoast ctefenses. — The acts of May 25, 1900, March 1, 
1901, and June 6, 1902, each appropriated the sum of $25,000, and 
those of March 3, 1903, and April 21, 1904, each $35,000, for tools 
and electrical and engine supplies for use of the troops for maintaining 
and operating light and power plants in gun and mortar batteries. 
This is designed to enable the Engineer Department to meet the require- 



10 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 

merits of panitj^niph SS-J, Army Herniations, preseribincr the articles 
which are to l)e supplied ))V the Knoineer Department to the Coast 
ArtiHerv for the service of the batteries. Reiiiijsition.s are made directly 
upon the Chief of Engineers, and authorized articles are purchased and 
issued by district engini'er otiicers with as little delay as po.ssil)le. This 
system has proved satisfactory. 

During the past two years the completion and transfer of electric 
plants to the troops has continued, and the demand for supplies 
necessary to operate such j)lants has correspondingly increased. It is 
now found that IjvlrOJMMi will be recjuired for the purchase of these sup- 
plies for the next year, and an estimate of that amount is submitted. 

Sea walls a/ul ejnhanhneiits. — The act of March 8, 1903, appropri- 
ated ^8i),575 and that of April 21, 1904, $99,000 for the construction 
of sea walls and embankments, which has been applied to the con- 
struction of sea walls at fortifications for the defense of the eastern 
entrance to Long Island Sound. New York Harbor, Delaware River, 
Baltimore. ^Id., Hampton Roads, Virginia, Cape Fear Rivej*, North 
Carolina, Charleston, S. C, Tampa, Fla., Pensacola, Fla.. Mobile, 
Ala., and New Orleans. La. 

Based upon reports of district engineer officers showing the neces- 
sity for their construction, an estimate of ^300,000 is submitted for 
the construction of sea walls and embankments at a number of addi- 
tional localities. 

Suhinarinr )h irtes. — With few exceptions all harbors are now equipped 
with torpedo storehouses, many of them of a temporary character, 
cable tanks, and serviceable mining casemates. ]\Iany of the last 
named are not of the latest type, and according to artillery officers are 
of insufficient size to acconmiodate the latest types of operating machin- 
ery and apparatus. As funds become available they will be replaced 
by more convenient and commodious casemates. Based on a list of 
new casemates, cable tanks, storehouses, and loading rooms prepared 
by the Artillery Torpedo Board, and by them stated to be urgently 
needed to permit the artillery troops to be effectively trained in the 
use of submarine mines, an estimate is submitted for Sf)O(>,000, to be 
expended under the Engineer Department. The purchase of torpedo 
material proper, such as cables, cases, floating plant, etc., was. by act 
of June G, 1902, assigned to the Artillery Corps, and the constructiou 
of the buildings, casemates, cable galleries, and cable tanks left with 
the Corps of Engineers. 

By the army-reorganization act of February 2, 1901, the torpedo 
defense of the seacoast devolved upon the artillery troops. The appa- 
ratus has ])een transferred, in accordance with the provisions of this 
act, at all localities at which there was an artillery post in the vicinity. 
At the few points where torpedo material has remained in the charge 
of this Department it has been maintainevl in condition for prompt use. 

Dt^fensex (ff his ii Jar posstu<i.s ions. — Preparation of preliminary })rojects 
for emergency defenses of the more important harbors in the new- 
insular possessions was continued. Accurate surveys of a large num- 
ber of battery sites were completed so that as funds become available 
actual construction may follow, the rate of progress being solely 
dependent on the wishes of Congress, as expressed by the size of 
appropriations. With the approval of the Secretary of War, funds 
appropriated by the last fortification appropriation act have been 
applied in the Philippine Islands to constructing heavy batteries which 



r 



FORTIFICATIONS. 11 

are costly and slow to build, leaving till later the lighter batteries, 
which, in emergency, could be rapidly completed and armed. 

For the construction of gun and mortar batteries in the insular 
possessions, an estimate of $2,000,000 is submitted, as being a sum 
which can be advantageously and economical!}^ handled by the engineer 
organization now employed in the construction of batteries in the 
Tropics. 

Last 3^ear the Chief of Engineers submitted an estimate of $526,100 
for the acquisition of land for fortification purposes in the Hawaiian 
Islands. The amount appropriated for this purpose was $200,000. 
Negotiations are now under way for the acquisition of so much of the 
land needed as can be secured with the funds in hand. It is con- 
sidered of importance, and in the interest of economy, that all sites 
should be secured at the same time, and the appropriation of the 
remaining $326,100 for this purpose is recommended. 

The following money statements show the condition of all general 
appropriations under which operations were in progress at the close 
of the fiscal year: 

"gun and mortar batteries." 

For battery construction. 

June 30, 1904, balance unallotted $373, 661. 20 

June 30, 1904, pledged for batteries for which the plans were not finally- 
approved : 301,600.00 

June 30, 1904, balance available for miscellaneous work 72, 061. 20 

For mstallation of range and position finders. 

June 30, 1904, balance unallotted $179,071.38 

June 30, 1904, pledged for work for which plans were not finally approved . 25, 814. 90 

June 30, 1904, balance available for installation of fire-control systems as 
the schemes therefor are approved by the Chief of Artillery 153, 256. 4& 

"sites for FORTIFICA.TIONS AND SE AGO AST DEFENSES." 

' June 30, 1904, balance unallotted |207, 397. 29 

June 30, 1904, specifically pledged for sites, the acquisition of which has 
been approved by the Secretary of War 117, 000. 00 

June 30, 1904, balance available for the contemplated acquisition of addi- 
tional land : 90, 397. 29 

"searchlights for harbor DEFENSES." 

June 30, 1904, balance unallotted $50, 350. 00 

June 30, 1904, pledged 50, 350. 00 

' ' preservation and repair of fortifications. ' ' 

June 30, 1904, balance unallotted. $249,894. 70 

June 30, 1904, pledged 241, 179. 82 

June 30, 1904, balance available 8,714.88 

"plans for fortifications." 

June 30, 190l, balance unallotted $5, 000. 00 

June 30, 1904, pledged 5, 000. 00 



12 EEPOET OF THE CHIEF OF ENGHSTEERS, U. S. ARMY. 

"supplies for seacoast defenses." 

June 30, 1904, balance unallotted |12, 306. 91 

June 30, 1904, pledged for later allotments 11, 236. 30 

June 30, 1904, balance available 1, 070. 61 

"sea walls and embankments." 

June 30, 1904, balance unallotted |34, 500. 00 

June 30, 1904, pledged 34,500.00 

"casemates, galleeies, etc., for submarine mines." 

June 30, 1904, balance unallotted $87, 000. 00 

June 30, 1904, pledged '. 87, 000. 00 

"fortifications in insular possessions." 
For construction of seacoast batteries. 

June 30, 1904, balance unallotted |700, 000. 00 

June 30, 1904, pledged 700,000.00 

For sites, Hawaiian Islands. 

June 30, 1904, balance unallotted. §200, 000. 00 

June 30, 1904, pledged 200, 000. 00 

estimates of .appropriations required for 1905-6. 

Fortifications. 
For gun and mortar batteries: 

For construction of gun and mortar batteries |4, 000, 000 

For modernizing older emplacements 942, 500 

For installation of range and position finders 500, 000 

%b, 442, 500 

For sites for fortifications and seacoast defenses 650, 000 

For searchlights for harbor defenses 500, 000 

For protection, preservation, and repair of fortifications 300, 000 

For preparation of plans for fortifications ^ 5, 000 

For supplies for seacoast defenses 40, 000 

For sea walls and embankments - 300, 000 

For casemates, galleries, etc. , for submarine mines 600, 000 

For defenses of insular possessions: 

For construction of seacoast batteries $2, 000, 000 

For procurement of land for sites for defenses of the 

Hawaiian Islands 326, 100 

2,326,100 

Total 10, 163, 600 

******* 

ESTIMATE FOR AMOUNT KEQUIRED FOR MAPS, INCLUSIVE OF WAR MAPS. 

For publication of maps for use of the War Department, inclusive 
of war maps, f 5,000. 

Paragraph 393 of the Army Regulations requires that the command- 
ing officer of each post where there are fixed batteries bearing upon a 
channel will call upon the Engineer Department for accurate charts 
showing the soundings to the extent of the ranges of the guns. A 
large number of these charts will be required during the fiscal year 
1906, and it is urgently recommended that the 15,000 asked be appro- 
priated for the purpose. 

* * ^ * * * * 



APPENDIXES 

TO THE 

REPORT OF THE CHIEF OF ENGINEERS, 

UNITED STATES AEMY. 



FORTIFICATIONS, ETC. 



APPENDIX No. I. 



KEPORT OF THE BOARD OF ENGINEERS. 

The Board of Engineers, Army Building, 

New York City, July 7, 1901^. 

General: I have the honor to submit the annual report recounting 
the operations of The Board of Engineers for the year ending June 30, 
1904. 

The following change has taken place in the personnel of the Board 
since the date of the last annual report: 

Col. Charles W. Raymond, Corps of Engineers, was retired from 
active service June 11, 1904, and was appointed on the same date a 
brigadier-general, U. S. Arm}^ retired, under the provisions of the 
act of Congress, approved April 23, 1904. 

As at present constituted. The Board of Engineers is composed of 
Col. Charles R. Suter, Corps of Engineers, president; Col. Amos 
Stickney, Corps of Engineers; Capt. William J. Barnette, U. S. Navy, 
during consideration of defense of coaling stations only; Col. William 
R. Livermore, Corps of Engineers; Maj. Rogers Birnie, Ordnance De- 
partment; Maj. Arthur Murray, Artillery Corps; Capt. Edward H. 
Schulz, Corps of Engineers, recorder and disbursing officer. 

The following division engineers are members of The Board of 
Engineers when matters pertaining to defensive works in their respec- 
tive divisions are under consideration by the Board: Col. Garrett eJ. 
Lydecker, Corps of Engineers, Central Division; Col. Oswald H. 
Ernst, Corps of Engineers, Northwest Division; Col. David P. Heap, 
Corps of Engineers, Pacific Division; Col. William A. Jones, Corps of 
Engineers, Chesapeake Division; Lieut. Col. William H. Heuer, Corps 
of Engineers, Northern Pacific Division; Lieut. Col. Henry M. Adams, 

749 



750 REPORT OF THE CHIEF OF ENGINEERS, IT. S. ARMY. 

Corps of Engineers, Gulf Division; Lieut. Col. James B. Quinn, Corps 
of Engineers, Southeast Division. 

In addition, Lieut. Col. Charles E. L. B. Davis,* Corps of Engineers, 
has been associated with the Board during consideration of defenses of 
the Philippine Islands, under authority of the Chief of Engineers, dated 
May 5, 1904. 

The Board has considered the various subjects referred to it during 
the past fiscal year by the Chief of Engineers. 

******* 

For the Board: 

Very respectfully, your obedient servant, 

Chas. R. Suter, 

Colonel^ Corps of Engineers^ 

President of the Board. 

Brig. Gen. A. Mackenzie, 

Chief of Engineers., U. S. A. 



APPENDIX AAA, 



TECHNICAL DETAILS OF ENGINEERING METHODS ON FORTIFICATIONS, 
RIVERS AND HARBORS, AND OTHER WORKS. 



22. 



23. 



FORTIFICATIONS. 



1. Defenses of the coast of Maine. 

2. Defenses of Portsmouth, New Hamp- 

shire, and of Boston Harbor, Mass- 
achusetts. 

3. Defenses of Narragansett Bay, Rhode 

Island. 

4. Defenses at eastern entrance to Long 

Island Sound. 

5. Defenses of New York Harbor. 

6. Defenses of Hampton Roads, Virginia. 

7. Defenses of the coast of South Caro- 

lina. 



8. Defenses of the coast of Georgia. 

9. Defenses of the coast of Florida at 

Key West and Tampa. 

10. Defenses of Pensacola, Florida. 

11. Defenses of Mobile, Alabama. 

12. Defenses of New Orleans, Louisiana. 

13. Defenses of Galveston, Texas. 

14. Defenses of San Francisco, California. 

15. Defenses of the mouth of Columbia 

River, Oregon and Washington. 

16. Use of blast meters in connection with 

the firing of 12-inch mortars. 



RIVERS AND HARBORS. 



17. Observations upon steamships under 

way, made in connection with im- 
provement of channels in New York 
Harbor. 

18. Lock and dam construction on the 

upper White River, Arkansas. 

19. Description of plant and methods em- 

ployed in building the concrete 
south pier at Superior entry, Du- 
luth and Superior harbors, Minne- 
sota and Wisconsin. 



20. 



21. 



Reports on floods and on sediment 
and discharge observations in Cuya- 
hoga, Grand, and Black rivers, 
Ohio. 

Pictorial engineering history of break- 
water construction in the Buffalo, 
New York, district. 



MISCELLANEOUS. 



New building for Government Print- 
ing Office. 

Reconstruction of Washington Bar- 
racks, District Columbia. 



24. 



Coal mining 
Islands. 



in the Philippine 



FORTIFICATION WORKS. 
A A A I. 

DEFENSES OF THE COAST OF MAINE. 

[Officer in charge, Maj. S. W. Roessler, Corps of Engineers.] 
DAMP PROOFING BATTERIES, ETC. 

To stop leaks through concrete in old work the cracks and seams on 
top surfaces were calked with oakum and elastic cement or elastic 
cement alone, or the surfaces were covered with one or more coats of 

3709 



3710 REPORT OF THE CHIEF OF ENGI]S"EERS, U. S. ARMY. 

preparations of oil and naphtha or asphalt and naphtha. Two makes 
of elastic cement were used and are about the same as the brands 
known to the trade as slaters' cements. These cements are sup- 
posed to accommodate themselves to change of temperature without 
cracking-. 

In damp proofing floors of new work two layers of 2-pl3^ tarred 
paper were put down on a roughly finished concrete floor about 6 
inches below the true floor, with a coating of coal-tar pitch above, 
beneath, and between the layers of paper. 

To make the roofs of rooms and galleries in new batteries water- 
proof the top of the concrete has been covered with 16-ounce sheet 
copper in several instances. Hot coal-tar pitch has also been applied 
to vertical concrete surfaces against which sand fill is to be deposited. 

BATTERY BLAIR, FORT WILLIAMS. 

While this batter}^ is generally waterproof and nearly free from 
moisture, there are several leaks in the rooms and galleries beneath 
the loading platforms, showing evident breaks or failures in the water- 
proofing. A number of efi'orts have been made to stop these leaks, 
but without success. The top finish of the platforms, about 6 inches 
thick, rests immediately on the waterproof course and was put on in 
entirely separate concrete blocks about 5 feet square. A coating of 
what is known as "stone liquid" was applied to surfaces where the 
most trouble was found, but the benefits were hardly appreciable and 
not lasting. "Stone liquid" seems to be a mixture of a heav}^ oil and 
naphtha and is very expensive. A mixture of hard boiled linseed oil 
and naphtha in equal proportions was afterwards used in place of the 
"stone liquid." The platforms and afterwards the sides and tops of 
the traverses and parapets were given one or more coats of the linseed 
oil and naphtha mixture. The seams in the platform were first poured 
with a heavy oil and calked with oakum, driven in with a calking 
tool and mallet, the top of the seam being filled with elastic cement 
well pressed down. This treatment of the seams was of some benefit 
for a time, but after the first heavy thaw during the winter it was 
found that the oakum had absorbed water, swelled, and become loose 
and the leaks again appeared. The oakum was then entirely removed 
from the seams on a large part of the platforms and the seams cut with 
a chisel so as to be about one-half inch wide and three-fourth inch 
deep. These cuts, after being given a coating of linseed oil, were 
filled with elastic cement well pressed down. This method of treating 
the seams has only been tried during the present season and has not 
been put to a severe test. It is noted, however, that surface cracks 
have appeared in the elastic cement, and during several heavy summer 
rains a number of leaks have shown themselves. 

ELECTRIC POWER HOUSE, FORT WILLIAMS. ' 

The concrete roof of this house, which showed several bad leaks, 
has been treated in the same manner as Battery Blair, above referred 
to, and in addition was given a coating of .E-pure asphalt and sand. 
This is a mixture of asphalt and naphtha, and as it dries very quickly 
one man applies it with a brush and another follows closely with a 
thin coating of sand, This was also a failure, both in stopping leaks 



APPENDIX A A A^TECHNICAL DETAILS. 3711 

in the seams and in causing the asphalt to adhere firmly to the con- 
crete. The same results were observed at Battery Daniels, Fort 
Lev^ett, where the mixture was applied in the same manner, but by 
different men. The roof of the power house has since been covered 
with a tar and gravel roof of the ordinary type, and so far has given 
satisfaction. 



The roofs of these houses are of concrete, 4 feet thick, and were 
built in sections separated transversel3^ The planes of separation 
between the blocks were, of course, sources of leakage, and as a tem- 
porary expedient for the winter these seams were covered in the fall 
of 1903 with strips of prepared roofing paper fastened to the concrete 
with liquid cement furnished with the paper. This answered the pur- 
pose quite well, except that while removing snow at Fort McKinle}^ 
the paper was also removed in several places, thus causing leaks. 
Early this spring the strips of roofing paper were removed and the 
seams cut and filled with elastic cement, as in the case of Battery Blair 
at Fort Williams. This stopped the leaks, except during two very 
heavy summer rains when the w^ater came through in several places. 
The seams have again been filled with elastic cement well pressed down, 
and the results have been satisfactory^ up to the present time, but the 
prospects of stopping the leaks permanently by this method do not 
seem promising. 

At practically all of the emplacements, w^here there was an}^ indication 
of leakage, the platforms and parapets have been treated with linseed 
oil and naphtha, but onl}^ in one or two instances has it seemed to do any 
good. The same may be said of calking seams with oakum and elastic 
cement or elastic cement alone. 

The use of tarred paper laid with hot coal-tar pitch seems to prom- 
ise good results a« a damp proof course under floors. The copper laid 
on top of concrete over rooms and galleries is fastened together with 
flat lock seams and soldered. The copper weighs 16 ounces to the 
square foot and wherever practicable is in sheets not less than 3 
by 8 feet. The last copper covering put on, about 2,100 square 
feet, was furnished and placed for 28 cents per square foot. As an 
extra precaution a double layer of 2-ph^ tarred paper was put on 
with coal-tar pitch under this copper. Generally only one layer of 
single-ply paper is placed under the copper to act as a cushion and 
guard against abrasion of the metal. Practically all of the copper that 
has been placed is now under sand fill, and as far as can be observed 
has shown no marked deterioration. 



A A A 2. 



DEFENSES OF PORTSMOUTH, NEW HAMPSHIRE, AND BOSTON, MAS- 
SACHUSETTS. 

[Officers in charge, Capt. Harry Taylor and Lieut. Col. W. S. Stanton, Corps of Engineers.] 

At Fort Foster, Me., the three magazines, whose walls and ceilings 
had been lined as described in Captain (now Major) Taylor's annual 
report for 1903, had very wet concrete floors, which imparted more 



8712 EEPORT OF THE CHIEF OF ENGINEEES, U. S. ARMY. 

or less moisture to the lined magazines. During the past winter the 
concrete floors were covered with floors consisting of two layers of 
hard pine with Paroid paper between them. Since these floors were 
put in the magazines have been dry. 

At Fort Stark, N. H. , the rooms in two emplacements were covered 
with copper between the concrete and earth. The rooms had been 
constructed without lining, but were lined during the winter with 
California redwood. In the early spring, during an unseasonably hot 
day, the lining was wet. With the exception of that day, the rooms 
during the year have been dry. 

At the forts in Boston Harbor the magazines, lined as described in 
Major Taylor's report for 1903, have been dry when they have been 
kept closed, or opened only with such frequency as the actual use of 
the powder required; but when opened daily for drill with dummy 
charges they have been more or less damp. 



A A A3. 

DEFENSES OF NARRAGANSETT BAY, RHODE ISLAND. 

[Officers in charge, Capt. C. E. Gillette and Lieut. Col. J. H. Willard, Corps of Engineers.] 
[Report of Mr. A. J. Ober, junior engineer, to Lieutenant-Colonel Willard.] 

FOUNDATION OF A 3 -INCH BATTERY. 

The 3-inch batter}^ mentioned in the report for the previous fiscal 
year, built upon a specially prepared foundation in quicksand overlying 
mud and a sort of peat, lias stood, waiting for the guns, without show- 
ing any signs of settlement. 

LINING FOR MAGAZINES. 

Magnesia lumber and compressed cork. — Walls and ceilings of a 
mortar battery lined with these materials, as stated in the last report, 
are damp in places, especially on the side next the large mass of con- 
crete. These rooms have been kept closed, almost air-tight. The cork 
boards have bulged and warped badly, have molded and become dis- 
colored and unsightly in appearance, and are in some places extremely 
moist. In the magazine lined with magnesia lumber the walls are 
dry, except in a few places, and this material has proved to be a great 
benefit to the room, although not entirely satisfactory. The floors in 
both magazines are practically dry, only slight dampness appearing in 
a few small spots. 

White trick. — White absorbent brick, backed with red brick, have 
been used exclusively for room linings in all new work during the past 
3'ear. In laying these brick witli a full mortar joint one-eighth 
of an inch thick or less, their exposed faces would unavoidably become 
more or less dirt}^ and require severe scrubbing afterwards to restore 
their whiteness. This undoubtedly reduced their absorbing power to 
some extent by filling the pores. Another objection to the mortar 
joints was the condensation that appeared along them under the con- 
ditions that produce condensation on concrete room walls. To remedy 
these evils a method of la3^ing the brick with very thin joints y^- 



APPENDIX A A A TECHNICAL DETAILS. 3713 

inch or less) has been tried. A thick groat applied with a brush was 
used instead of mortar, and the joint left open for half to three-quar- 
ters of an inch from the face of the wall. The result has been very 
satisfactory, as it saves considerable cleaning and consequent filling of 
the pores and gives the additional absorbing surface of the open por- 
tion of the joint. The cost of laying is slightly greater, but this is 
partly offset by the decrease in cost of cleaning. 

Rooms built of porous brick have remained dry, except the concrete 
lloors and the ironwork. These latter show condensation in warm 
humid weather, particularly in the interior rooms. As an experiment 
one magazine floor in the 6-inch battery was recently laid with white 
brick that were too defective to go in the walls. The batter}^ is not 
far enough completed to indicate the effect. 

The cost of the white brick has averaged $50 per thousand laid. 



A AA4. 

DEFENSES AT EASTEEN ENTRANCE TO LONG ISLAND SOUND. 

LOflBicer in charge, Lieut. Col. G. F. Powell, Corps of Engineers.l 

HOT-AIR PLANT USED AT FORT H. G. WRIGHT, N. Y., FOR DRYING AND 
VENTILATING EMPLACEMENT ROOMS, 1904. 

Description. — This plant is a fan-circulation one, steam driven, and 
with steam heater. The fan or blower had formerly been used for 
forced draft at a dynamite gun plant. It is of the Sturtevant make, 3 
feet diameter of fan, having 16-inch blades and being propelled by a 
small direct-connected engine, making about 500 revolutions per min- 
ute. A Sturtevant heater of corresponding size was purchased for 
1200. It consists of three radiators, 4 feet high, and having in all 
about 600 feet of 1-inch pipe, and is inclosed in a hood or casing 60 
inches high, and catalogued as No. 60 heater. The discharge is 18 b}^ 
18 inches. The boiler is a portable one and was on hand. Exhaust 
from engine supplied steam for the heater, and with a little addition 
at first of live steam was found sufficient to heat the air to 130° F. 

This improvised plant was first set up at the parade and galler}^ of 
one batter}^ and hot air forced through openings cut in the walls and 
the air space into the powder room, thence into the shell room, out 
through the open space over its door and through passages, as shown 
upon sketches 1 and 2. The air space as built was wholly inclosed; it 
received drainage from a waterproof course over rooms and probabl}^ 
some water by percolation from earth filling against the concrete; the 
air space is really a drainage chamber. The trials were made at a 
season of prolific condensation; the concrete was still cold from winter, 
and the rooms neither lined nor ventilated. These circumstances, the 
angular path of the hot air and probable low temperature of the air 
space, and rough surf aces of openings cut in the concrete for discharge 
ducts, made the test of the plant at this battery a severe one. 

Subsequently the plant was operated at a second battery. There is 
an 18-inch air space here, open to the rear; its partition Avails are of 
porous brick, hot coal tarred at air-space side. The rooms were gen- 
erally opened during winter and spring for work in progress; by 

ENG 1904 233 



3714 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY, 

May much condensation appeared at the ceilingfj and on the iron- 
work; the brick lining showed blotches of dampness, and the floors 
were more or less wet. There is no leakage at the battery. 

Operation of plant, — The operation and setting up of plant were 
made b}^ Asst. Engineer Geo. W. Freeman. The following record of 
the operation is taken from his notes and reports: 

At time of first trial, April 20, the temperature of air in the car- 
tridge room was 47° and of its walls 43°; the doors of the shot galler}^ 
were closed, and the hot air allowed to escape out of the shaft of the 
ammunition hoist. The air leaving the fan was 115°, and on entering 
the shell room 55°, losing in its passage through the wet and cold air 
space and the cartridge room 60°. Within a few minutes the walls of 
the cartridge room began to show dampness, as the hot-air blast was 
absorbing moisture from the air space and depositing its load of water 
when coming in contact with the cold walls of the room; this continued 
for about three hours, when the walls and ceilings of the magazine 
rooms and hoist gallery were dripping with moisture. The tempera- 
ture of air delivered into the cartridge room increased to 68°, then to 
70°, and at the end of four hours to 75°. The moisture began to dis- 
appear in the magazine rooms, but became more marked at the shaft, 
the metal and concrete surfaces there showing large beads of moisture. 
At the end of five hours the cartridge room was dry; the shell room 
nearly dry, but moisture still remained at the hoist galler}^; the tem- 
perature in the cartridge room was 80°. After ten hours running, 
moisture from both rooms and the hoist gallery and shaft had wholly 
disappeared, but the temperature in the cartridge room remained at 
80°. By a smoke test the air in the cartridge and shell rooms was 
changed in four minutes. 

On a following day the duct cut in the parade wall to the air space 
was extended to the hoist galler^^ b}^ cutting an opening through, 4 by 
2 inches, for direct delivery of hot air into the gallery while part of 
the air was forced around by the air space. The wall cut through is 
2 feet thick, and when within 7 inches of the air space the air from the 
fan penetrating this thickness of concrete blew dust into the workmen's 
eyes. 

The air was delivered through this opening into the gallery with 
great force and with a temperature at outlet of 125°. The hoist shaft 
was closed at top, and the doors of the shot gallery opened or closed 
in succession, so that the hot air was made to circulate throughout the 
emplacement rooms and both galleries, drying all of them most thor- 
oughly and making their whitewashed surfaces glisten. 

After this second drying out, the blower was stopped and the maga- 
zine rooms closed except at opening over shell- room door and between 
shell room and cartridge room. At the end of five days the temperature 
of the cartridge room was 59°, while that in the adjacent and untreated 
cartridge room was 47°. 

The blower was run again May 18, and the shell room, cartridge 
room, and gallery thoroughl}^ dried from the considerable moisture 
collected from recent rains. ^ The temperature in the cartridge room 
was made 89°, the doors closed, and the plant removed. 

On May 26, or eight days after, the rooms and gallery were per- 
fectly dry; the temperature in cartridge room was 62°, showing a 
decrease of 27° in eight days; the temperature in the adjoining and 
untreated cartridge room was 50°, and its rooms and gallery were wet. 

On May 31, or twelve days later, the temperature in cartridge room 



APPENDIX A A A TECHNICAL DETAILS. 



3715 



was 60°, and walls and ceiling of rooms and galler}^ dry; in adjoining 
room the temperature was 50°, and walls and ceilings were wet; all 
doors of the emplacements had been wide open for three hours, and 
the wind was warm and from the east; no signs of condensation in the 
rooms Avhich had been treated with 'hot air, while condensation was 
very evident in the adjoining rooms. 

The plant was removed to the second battery. The blower was set 
up just inside the main entrance to the shell room, and a discharge 
pipe made of oil barrels jointed with canvas laid across the shell room 
so as to deliver directl}^ into the powder room; a canvas curtain was 
hung over the door connecting the two rooms, to prevent the air 
escaping back. By opening or closing the various doors a current of 
hot air was forced through all rooms of the battery (except for the 
first day), the storage battery, and storerooms. The accompanying 
sketches, 3 and 4, explain the arrangement and air circulation. The 
plant was ready for operation May 31, and the test commenced at 1.30 
p. m. of that day. Following is the record: 

1.20 p. m. : Condition of ceilings of powder passage and powder 
room very wet, water bulbs showing on ceiling as thick as possible; 
floor very wet, caused no doubt from drops from ceiling; walls also 
wet. Temperature of room, 55°. 

1.30: Started blow^er. 

1.40: Temperature of powder room, 84°; temperature of air at 
mouth of discharge pipe, 120°. 

2.30: Temperature of room, 98°; at mouth of discharge, 125°. 

3.30: Temperature of rooms, 100°; at mouth of discharge, 125°; 
water bulbs nearly all wiped off the ceilings; floor and walls looked dry. 

4.30: Water bulbs entirely wiped off ceilings; walls and floor per- 
fectly dr}^; time of treatment, three hours. Temperature of powder 
room, 102°; ar office and guard rooms, 78°; at mouth of duct, 125°. 
The doors were then closed and remained so until June 28. 

On that day fires were started in the boiler, and the hot air circu- 
lated through the battery, as is shown on sketch 4. 

At the time of starting an examination was made of all the rooms, 
and although the ceilings showed a darker color there were no beads 
of condensation visible anywhere. The iron doors and casings were 
slightly damp to the touch. 

Following is the record for June 28: 





11.20 a 


m. 


12 m. 


1.30 p.m. 


2.30 p.m. 


5.30 p.m. 


Powder room 


o 


60 
60 
60 
60 
60 


o 
97 
80 
65 
68 
67 


o 
102 
82 
74 
76 
76 


o 
102 
82 
76 
76 
76 


o 
102 
82 
76 
76 
76 


Shell room 


Storerooms 


Office room 


Guard room 





Started blower immediately after taking first temperature and 
stopped at time of last temperature. No signs of moisture an3^where 
after 2.30 p. m. On August 26 temperature in powder room was 67°, 
and same on September 8. The rooms had been opened occasionally, 
for longer or shorter periods, since the plant was run; all the rooms 
remained dry; conditions during July and first part of August were 
favorable for condensation. 



o7l6 KEPORT OF THE CHIEF OF ENGINEEES, U. S. ARMY. 

Other henefits of the system mid its features. — The plant was intended' 
and tried primarily for preventing condensation or. removing damp- 
ness caused by it. For the prevention, the rooms should be well 
heated before the condensation period obtains, and treated from time 
to time as needed until the warm season is advanced. The application 
of the S3^stem would dispense with the necessity of porous .linings, 
which at best can only be partly satisfactory; the first cost of porous 
brick linings is considerable, and when applied, as preferable, at time 
of concrete construction, interferes with and otherwise injures it. 
The whitewashed surface of the plain concrete is much the cheaper 
construction, and if kept dry would be fully suitable and sufficient. 

The system also proved effective in wiping out water from non- 
extensive leakage and for ventilation of rooms, as shown by the record 
above. 

Its application would undoubtedly be good for heating the rooms 
for comfort during winter, and for keeping the temperature of the 
powder room at a much more nearly uniform temperature than by 
natural conditions, thereby materially preserving the strength of the 
powder. 

The hot-air plant, if a steam-boiler one, could be made useful for 
aid in removing snow and ice at batteries. 

Design for a new j^ortcible hot-air plant. — This is shown on sketch 5. 
It was prepared b}^ Asst. Engineer Geo. W. Freeman. His description 
of it follows. The hoisting-engine boiler on wheels and other parts 
are of market stock. The cost of this outfit, with about three sections 
of hose, is estimated at $750. It may be a little small for promptl}^ 
serving large batteries. The usefulness and convenience of the canvas- 
hose discharge in coupled sections is apparent. 

Inquiry is being made as to more compact boilers than ordinar}^ 
hoisting-engine ones and for cleanliness and reducing labor charge 
for kerosene oil burners. An electric heater and motor outfit would 
be ideal, but undoubtedly too costly or of limited application at many 
situations. 

FoET H. G. Wright, N. Y., Septembers, 1904. 
Colonel: 

******* 

The blower is one of small size, only about 30 inches high, with a discharge 
of 11 inches diameter, and titled with a small double-acting engine, making about 
1,200 revolutions per minute; this blower is a standard type, -No. 30, of the Sturte- 
vant Company, and weighs about 350 pounds. The hot air is to be conducted by 
means of a canvas hose into the room or series of rooms to be operated upon; the 
hose to enter at a door over which a canvas curtain is hung, and after circulating 
through these inclosures escaping by the door or opening at the other end. In case 
there is only one door or opening in the room the hose can be laid to the farthest 
corner, the hot air discharged against the wall and deflecting back through the room 
and escaping by the door. 

The canvas hose should be in convenient lengths, say 10 or 12 feet, fitted with 
couplers. 

While canvas is not air tight and would not be suitable for a permanent duct, it 
will answer best for this purpose on account of its flexibihty; it can easily be rolled 
up and placed at the front of the truck when not in use. 
Very respectfully, 

Geo. W. Freeman, Assistant Engineer. 

Lieut. Col. Charles F. Powell, 
• Corps of Engineers. 



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Second Battcry, 
FoRx H 6 Wf?iSHT, 
Fishers Island. MY 

)wiN6 Hot-air Cipculation 
June 1904. 
Sketch No. 3. 



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APPEi^DIX A A A TECHNICAL DETAILS. 37 1 7 

POROUS LININGS AT INTERIOR OF ROOMS. 

At emplacements built this calendar year, linings were made of the 
Infusorial Earth Manufacturing" Company's brick, hand or machine 
made No. 2, the former at ceilings and powder-room walls. These 
brick are of salmon color; they did not run of uniform size, and undue 
waste resulted from easy breakage in handling, but this was compen- 
sated for by good measurement of quantit^^ The brick were selected 
from consideration of price and porosit3^ Attention is invited to the 
accompanying table, sheet No. 6, of tests, etc., of porous brick. 

At one battery having air space around walls partition tile, 6 b}^ 8 
by 12 inches, specially made as to color and porosity, were used at the 
ceiling for also giving air spaces there. The tile were laid on plank 
forms with an inch between rows in one direction, and the lower 
half of the spaces closed by wooden battems for stopping the mortar 
or concrete backing; the battems were afterwards removed and the 
open part of the joints filled with a porous mortar of tile or brick 
granulations. 

The walls of the storeroom of an older battery were coated with a 
mortar made of Portland cement and porous brick granulations; at 
one part of the mortar coat the granulations were made from bats of 
the Gonzales, Tex., light-colored brick, and at the other of porous 
red brick. The latter shows very little, and some less, moisture than 
the former from condensation when freely exposed, and as little, as 
whole brick linings. The granulations were made by pounding or 
grinding in a small hand mill. The mortar was 1 part cement to 10 parts 
of the granulations; a leaner mortar could not be made to adhere in a 
coat thicker than one-half inch. The concrete walls were scored and 
roughened, and the mortar surface was worked with a wooden float to 
prevent a smooth finish. A little lime in part of the mortar coat, also 
whitewashing, did not seem to better its purpose; probably plastering 
hair would. It was not considered practicable to make a secure adhe- 
sion of the porous mortar coat to old ceilings, and not desirable to fasten 
it by means of a metal framework, especially an iron one; the latter 
would rust and weaken in such mortar, and any metal would produce 
condensation. 

But for the purpose of seeing the results of making a porous mor- 
tar lining at same time as the concrete work, a concrete shed about 5 
b}^ 5 feet in plan, and open at the sides, was built with such mortar 
lining. The thickness of the lining at the walls was 4, 6, and 8 inches, 
and at the ceiling 2 inches; the concrete roof is 7^ inches thick. The 
bond between concrete and mortar is firm throughout; the mortar at 
the walls is very suitable for the purpose in view, but that at the ceil- 
ing is some too dense and shows a smooth surface; the latter feature 
could be remedied, but the increased density at the ceiling appears 
unavoidable in good monolithic concrete, the cost of such mortar 
lining is judged to be much less than cost of the brick lining, and 
that at the walls to be better for absorbing moisture of condensation, 
and releasing its load at a drying time. 

An Oregon cedar ceiling, three-fourths inch, matched, erected at a 
completed battery, is promising, but has not yet been fully tested. 
It is thought that "canoe cedar," found in the Puget Sound market, 
would be more suitable on account of its color and quality; a sample 
piece was obtained and exposed in a room with good result. 



3718 REPORT OF THE CHIEF OF ENGINEERS, V. S. ARMY. 

Tests, dimensions, and cost of porous brick. 



Maker. 



Kind of brick. 



Weight. 



Cost per M. 



Infusorial Earth 

Manufacturing 

Co., Baltimore, 

Md. 

Do 



Do « 



Do. 



Ohio Mining and 

Manufacturing 

Co., Shawnee, 

Ohio. 

Do 



The Howard Co., 
New Haven, 
Conn. . 

Sunset Brick and 
Tile Co., Gonza- 
les, Tex. 

Fredenburg & 
Lounsburv. 
Do 



Do. 
Do. 



(A) Handmade, 
porous. 

(C) Hollow, por- 
ous. 

(D) Machine- 
made, porous. 
No. 1. 

(E) Machine- 
made, porous, 
No. 2. 

Shawnee, No. 
4-A-lOO. 



.do 



Porous red 

Porous white . . . 



Haverstraw hol- 
low. 

No. 35 standard 
facing. 

2-inch fireproof 
furring blocks. 

Red 



S20 f . o. b. vessel 
at Fort dock. 



S12 f . o. b. vessel 
at Fort dock. 

§18 f . o. b. vessel 
at Fort dock. 

$16 f . o. b. vessel 
at Fort dock. 

S23.50 f. o. b. 
cars at New 
London, 

§23.50 f. o. b. 

cars at New 

London. 
S6 f . o. b. cars at 

New London. 



S17. 



86.75 f.o.b. light- 
er at New York. 

S26f. o.b. carsat 
New London. 



Dimensions. 



Soaked 
Dry. 48 

hours. 



2ix4|x8t 

2ix4ix8i 
2^X41X9 

2|x4ix9 

2|x4 X8f 

2fx4 x8f 

2ix3fx8| 

2fx4ix8i 

2ix3ix8 
2ix4 x8i 
2ix3|x8 
2^x31x8 



Lbs.oz. Lbs.oz. 
3 9 1 5 5 



5 

5 8 

6 

5 15 
4 1 
4 

2 14 
4 14 

3 
3 11 



4 4 

6 10 

7 1 



6 5 

4 13 i 

I 

5 3| 

3 7 



Gain in 



Water 



^^i^^^- sorb^d. 



Per ct. 
49 



5 11 

3 7 

4 10 



28 

8} 



m 

29J 

19i 
161 
14i 
25i 



Ounces. 

28 



LINSEED OIL AND OTHER W^ATERPROOFING AT EXPOSED CONCRETE 

SLTIFACES. 

Linseed oil, sprayed on concrete parapets, was used last 3^ear for 
making the surface nonconspicuous; this year it has been somew^hat 
extensively applied, and ^'t is believed w^ith good results, for water- 
proofing as well as surface coloring at parapets and outside vertical 
walls. For the waterproofing raw oil is mixed 3 to 1 with naphtha or 
gasoline and well brushed in, 2 to 4 coats according to the porosity of 
the concrete and until the small air bubbles disappear; after which a 
coat without the penetrating thinner is applied. It is thought that 
this waterproofing should not be applied to concrete less than about a 
year old. Long-time tests of tensile strength begun at the office of 
the Engineer Commissioner, District of Columbia, in 1895, show that 
Portland cement briquettes attain nearly their maximum strength in 
twelve months. 

A number of samples of different mixtures of coal tar or petroleum 
basis have been tried in different ways for painting or coating parapet 
surfaces. The best of these is Durable Koof-Leak, made by the Elliott 
Varnish Company, New York, and sold in small lots at $1 per gallon. 
"Hydrolene B," as prepared for the purpose by the Sun Company, 
Philadelphia, is next in order of merit. The roof leak penetrates 
the concrete a little, adheres well, forms a continuous coat and of 
enough thickness for sanding. It is not yet know^n if the coating will 
stand low temperatures without cracking or peeling off. 



APPENDIX A A A TECHNICAL DETAILS. 3719 

AAA5. 

DEFENSES OF NEW YORK, NEW YORK. 

[Ofl&cer in charge, Lieut. Col. W. L. Marshall, Corps of Engineers.] 

During the 3^ear ending June 30, 1904, but little work involving 
technical details of construction not heretofore reported has been 
done. 

DAMP PROOFING MAGAZINES, ETC. 

In continuing work of damp proofing emplacement rooms, interior 
linings have not been further constructed, but all experiments have 
been directed" toward excluding dampness by external applications. 
These applications have been straight run coal-tar pitch and sand, 
asphalt paints, or solutions of asphalt in naphtha and sand, and boiled 
linseed oil. 

In some cases, as at Fort Totten and Fort Hancock, larger cracks 
had been previously filled with roofing pastes, such as Callahan's 
cement, which pastes had not been entirely satisfactory. 

In general, however, the methods employed were as reported April 
8, 1901, and published in mimeograph form. 

At Fort Totten the superior crests of emplacements Nos. 1 and 2 
were treated with hot coal-tar pitch and sand; the cracks, where not 
previously filled with roofing paste, were cleaned out and filled with the 
hot tar, and the entire superior slopes swabbed with two applications 
of the hot tar, each coat being well sanded until the tar would not stick 
to a man's shoe when walking over it. Additional sand was placed on 
warm days wherever the tar showed too soft, or a tendency to run. 
The leaking into the rooms was entirely stopped during the winter 
and during the early spring rains, but later a leak in the magazine of 
emplacement No. 1 showed up, and was found due to the disintegra- 
tion of the roofing cement in one of the larger cracks over the magazine. 

Applications of Hydrex compound, which much resembles coal-tar 
pitch, were also made in similar manner at Fort Schuyler, the com- 
pound having been softened somewhat by an admixture of petroleum 
residuum to make it better adapted to flow into the cracks, with similar 
results. In all cases marked improvement, if not complete success, 
attended these experiments, but it is evident that the material must be 
applied at least once a year to give satisfactory results. The coal-tar 
pitch is so cheap ($16 to $18 per ton) that frequent applications are 
more economical than copper linings. 

At Fort Wadsworth Batteries Emory Upton and Barry have for 
years been extremely wet, and many attempts to better the conditions 
by filling cracks, etc., have resulted in failure. During the autumn of 
1903 the entire superior slopes, the loading and gun platforms, were 
painted two coats (each sanded) with E-pure asphalt roofing cement, 
the joints and cracks having first been cleaned out and filled with the 
material. 

This paint, being a solution of asphaltuni, or bitumen in naphtha, 
must be used before the naphtha evaporates, otherwise it will not stick 
to concrete. It is best to take it from the barrel through a molasses 
gate, as needed, and apply it at once without heating. As fast as it 



3720 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

is laid on, sand must be applied, otherwise the rapid drying of the 
paint will laave a glossy surface; the sanded surface is satisfactor3^ for 
concealing' the battery. These emplacements went through the winter, 
and even yet the improvement is very marked. Leaks are in evidence 
where the coating has been worn off the loading platforms. The 
application has not been repeated. 

At Fort Hancock several emplacements, where leakage was very 
bad, have been treated with Hydrex roofing paint and sand, the large 
cracks having been first filled with Callahan's roofing paste. This 
paint is similar to E-pure asphalt paint, and must be similarly applied. 

All the magazines of the heavy guns at Fort Hancock, save two 
rooms, have been freed from leaks by the applications, and still remain 
free from percolation. The two that still leak must be treated again. 
In these cases the leaks seem to come from the sides, and not through 
the superior slopes of the battery (Halleck). 

All recent batteries have been waterproofed with layers of paper 
and asphalt, and are quite free from leaks. Batteries now under con- 
struction are being damp proofed with straight run coal-tar pitch, laid 
on hot, upon from three to five thicknesses of roofing felt. The coal- 
tar pitch, and H3^drex compound, a similar substance, seem to resist 
the salts dissolved from the concrete better than asphaltum compound, 
and seem to be growing in repute compared with asphaltum for water- 
proofing. Copper has not been used in an}^ of the emplacements on 
account of its cost. 

COLORING CONCRETE SURFACES. 

At Fort Wadsworth six emplacements have had all exterior surfaces 
colored by mixing pigments with the surface mortar, and afterwards 
spra3nng the surfaces with boiled linseed oil. Four of the emplace- 
ments are colored green, and two a dark slate color. Both colors 
are satisfactory, and relieve the strain on the eyes due to the reflected 
light from natural surfaces of concrete. 

Eight emplacements at Fort Hamilton, now under construction, are 
also to be colored in similar manner. 

To produce the green color the following formula was used: 

Cement barrel. . 1 

Sand barrels. . 2 

Ultramarine blue pounds. . 50 

Yellow ocher do 73 

Soft soap do 7 

Alum do 7 

The formula for the slate color is: 

Cement barrel . . 1 

Sand barrels.. 2 

Lampblack pounds. . 50 

Ultramarine blue do 35 

Soft soap do 7 

Alum do 7 

The mortar resulting from the above mixtures, about 11 cubic feet, 
was applied as a facing, about 1 inch in thickness, as the work pro- 
gressed. After completion of the batteries, the color became much 
lighter with age. The spraying with linseed oil very materially 
deepened it in shade. 

Two emplacements similarly colored were treated with paraffin 
dissolved in naphtha. 



Alip-Kl^mx A A A TECHNICAL DEO^AlLS. 3T21 




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Section of Interior Bracing. 



Elevat/on. 



Flan of Top 



T/e Rod ^ Brace. 



DATUM POINTS 

FOR DEFENSES of 
HAMPTON F^OADS,VA. 



4'' 



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AlftHfV 



APPIENDIX A A A TECHNICAL DETAILS. 3721 

ELECTRICAL INSTALLATIONS. 

(a) Conduits. — In the older emplacements conduits and pipes were 
formed in the concrete roofs for the lead wires to lights, but it was 
found that water condensing in these leads ran down upon the lamp 
fixtures and to the switch and junction boxes. To avoid this, all em- 
placements constructed the past year were provided with conduits laid 
under the floors, with A^ertical pipes to lamps placed along the walls at 
the ceiling, in all cases where the rooms were of such size as could be 
lighted by lamps at the walls. Where lamps were placed at the ceil- 
ings the conduits were so arranged as to drain away from the lamps. 

(b) Switches. — Snap switches have also been cast aside, and small 
cabinets or switch boxes, enameled inside, and as near as practicable 
water-tight, inclosing ordinary knife switches, have been substituted 
for the snap-switch type. This is a very material improvement, which 
is much appreciated by the artillery. The old snap switches are 
extremel}^ troublesome in damp places; the packing about the spindle 
or key shaft swells, and the handles are twisted ofi* in the attempts of 
the men to turn them. Knife switches should be substituted for them 
throughout the district. 



A A A6. 

DEFENSES OF HAMPTON ROADS, VIRGINIA. 

[Ofl&cer in charge, Capt. E. Eveleth Winslow, Corps of Engineers.] 
DAMP PROOFING BATTERY ANDERSON. 

This battery was constructed of Rosendale concrete in 1896-97. Its 
upper surface was sloped for drainage, plastered with cement, and 
afterwards coated with asphalt before being covered with sand. In 
spite of this, however, the rooms and galleries were very wet, mainly 
from seepage water. This water in passing through the concrete 
became impregnated with carbonates which were deposited in the 
shape of stalactites and stalagmites, which were numerous. 

The new damp-proof ceiling was constructed of No. 27 corrugated 
galvanized iron, supported b}^ a steel I-beam along the center of the 
rooms and passageways and by angle irons fastened to wall brackets, 
the I-beams being bolted to the I-beams in the ceilings and the angle 
irons being fastened to the walls by expansion bolts. Gutters were 
cut in the concrete walls and were lined with sheet lead, and at suit- 
able intervals down pipes were inserted in the walls. After this ceil- 
ing had been installed, the galvanized iron was painted and coated 
with granulated cork. Nothing was done to the walls, as the trouble 
with this battery had been with seepage rather than condensation. 

For sometime after the installation of this damp-proof ceiling it was 
very effective, but in a short time seepage became evident along the 
laps close to the gutters and valleys. Investigation showed that the 
trouble was due to the gutters and valleys having become nearly closed 
by the carbonate brought into them by the seep water. No arrange- 
ment was made in constructing this ceiling for cleaning out the gutters 
and valleys, and the necessitv for such is now evident. 



3722 REPORT OF THE CHIEF OF ENGINEERS, V. S. ARMY. 

DATUM POINTS. 

In connection with the depression range finders, a number of datum 
points have been erected, which have been very successful. These 
datum points were constructed of creosoted piles with a horizontal 
reference strip, having its center 5 feet above mean low water. The 
width of the reference strip varies according to the distance of the 
point from the towers. The details of these datum points are shown 
on the accompanying plan. 



A A A 7. 

DEFENSES OF THE COAST OF SOUTH CAROLINA. 

[Officer in charge, Capt. G. P. Howell, Corps of Engineers.] 

LINING MAGAZINES. 

The magazines in Battery Jasper, Fort Moultrie, S. C, were treated 
as described on page 2409, Report of Chief of Engineers, 1903. Dur- 
ing the fall and winter the rooms so treated remained perfectly dry. 
After a heavy fog of several days duration in March, with the temper- 
ature going as high as 77°, an examination was made of the batteries. 
In the three magazines of Battery Jasper that had been ceiled and 
lined, the only sign of condensation was on the cork board lining, 
where a little dampness could be felt. In the unlined magazine there 
had been some little condensation, but not to a serious extent. The 
shell rooms, which are adjacent to the magazines and are unlined, were 
wet. The galleries upon which these rooms open were very wet with 
large beads of condensation. The doors between the galleries and the 
rooms lit ver^^ loosely. 

At Fort Sumter the magazines are unlined. Between the magazine 
and the shell room is an opening 2 feet 6 inches by 2 feet 6 inches for a 
ventilating fan. The door between the gallery and the shell room is 
cut off at the top on account of the trolley rail. The outside galleries, 
the doors of which had been open, and the shell room were very wet. 
In the powder magazine a slight condensation was noted at the door, 
and in front of the opening to the shell room the condensation was 
excessive. 

In the rooms of Battery Logan, which were un ventilated and unlined, 
there was considerable condensation. 

After two weeks of hot and moist weather in June an inspection 
was made. At Fort Sumter the opening between the magazine and 
the shell room had been tightly closed, and the only opening to the 
magazine was in the cracks around the door. The magazine was wet. 

At Batter}^ Jasper all the rooms, both lined and unlined, were wet. 
In the unlined shot rooms the condensation on the ceilings was so exces- 
sive as to wet the floors. The walls that had been lined were damper 
than the exposed concrete walls. The cork board was damp, and on 
one side was very sogg3\ The magnesia lumber was cold and moist. 
The yellow pine wood lining was saturated and thoroughly soaked. 
The corrugated-metal ceiling was entirely covered with beads of con- 
densation. 



A x»'Di7"vr"rkT"sr 



m-rri/^TT-VTT/^ A T TITTT^- A-TT g 




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STEIEL DOOf? 

for 

Te/oufogrcrph A//c/ie A/9 ^ 
BATTCRY JA^f^£:R 
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APPENDIX A A A TECHNICAL DETAILS. 3723 

Two da3\s after this inspection the weather changed. It was much 
colder, with high northeast winds. The range of temperature was from 
55^ to 80°. The velocity of the wind reached as high as 40 miles per 
hour. An inspection showed that the-rooms were all dry. The damp- 
ness had entirely gone from the iron ceiling, from the cork board, and 
from the untreated rooms. The magnesia was still cold. The wood 
was musty from the water that had been absorbed. 

It is believed best in this climate to rely upon ventilation to prevent 
condensation in summer, the doors to be opened and the air kept mov- 
ing. The passagewaj'^s in the outside rooms were dr}^, although the 
interior rooms were wet. In Battery Thomson, under construction, a 
ventilating shaft has been placed similar to the one described in Major 
Marshall's paper, page 2395, Report of the Chief of Engineers, 1903. 
There has been no condensation in this battery. 

In foggy weather the openings should be closed tightl}^, as experience 
has shown that the outside rooms are wet and the inside ones dry. 

In the batteries already constructed, especially where there is 
exposed ironwork, it is advantageous to have a false ceiling and lining 
to form an air space. The inner walls will respond quickly to the 
changes in the outside temperature, but the materials of this wall 
should be impervious to moisture, in order that after a spell of con- 
densation the dry winds could easih' dry it out. Wood has worked 
perfectl}^ for short spells, such as a fog. There was condensation in 
the untreated rooms and none in the treated rooms, but after a spell 
of moist summer weather and the wood has become thoroughly satu- 
rated it requires a long time to dry out. If it is used at all it should 
be well painted, to keep the moisture from soaking in. Another 
advantage is that the water could be wiped off the ceiling. 

Metal should not be exposed. Little condensation is noted on the 
concrete surfaces. Battery Gadsden, under construction, has neither 
lining nor air space. The doors have been open all the summer. There 
is no exposed iron and there has been no condensation. If, on account 
of limited head room, the false ceiling can not be put up, it will be 
well to plaster aver the roof beams and corrugated metal ceilings, 

DOOR FOR TELAUTOGRAPH NICHE. 

Plate No. 1 shows the door for the shallow telautograph niche that 
has been used in place of the one shown in the Twelfth Supplement to 
Mimeograph No. 48. It is stiffer, fits tighter, and runs nmch easier. 



A A A 8. 

DEFENSES OF THE COAST OF GEORGIA. 

[Officer in charge, Lieut. Col. James B. Quinn, Corps of Engineers.] 
DAMP PROOFING BATTERY BRUMBY, FORT SCREVEN, GA. 

This battery was built in sections, with vertical planes of weakness. 
The S3^stem of waterproofing was not continuous throughout the bat- 
tery, but the rooms in each block were protected on sides next to par- 
apet fill and in the large walls with 2-inch to 4:-inch vertical passages, 



8724 REPORT OF THE CHTEE OE EKomEEBS, V, S. ARMY. 

18 inches from inside face of walls, extending from below the floor 
level to about 2 feet above the ceiling. The concrete over the rooms 
was finished off level at this point and the vertical passages filled with 
hot insulatine up to the top of the finished concrete and over the 
rooms, to a thickness of 1^ to 2 inches, forming a continuous water- 
proof course. The rear rooms and passages were not waterproofed. 

This method was not successful, as the magazines were damp and 
the passages wet at all times. The insulatine of the horizontal course 
has been forced out, under pressure of the concrete above, through 
the planes of weakness into the passages, and keeps the walls and 
floors dirty. 

Outside waterproofing, as applied lately, i. e., during the past fiscal 
year, has proved ver}^ satisfactory, and the battery is now practicall}^ 
dry. The method employed was as follows: 

(a) Cut off top of apron 8 inches down and 8 inches out (battery is 
constructed with a triangular apron in front of parapet wall, extend- 
ing down about 9 feet, and running the length of battery). The 
front face of the parapet wall was grooved 2 inches deep and one-half 
inch wide above the cut-off apron and continuous lead flashing was 
placed the entire length of the apron. This lead flashing was 12 inches 
wide and extended from back of groove in parapet wall down and 
over cut-off apron, and lapped over incline face of same. Before the 
lead was placed the crack between the parapet wall and the apron 
(which had opened in places) was filled with hot insulatine, and the 
cut-off surface of the apron, the groove, and the exposed face of para- 
pet wall were painted with asphalt, applied hot. This was done again 
after the lead was put in place. 

(h) The parapet till along the entire front of the battery was thrown 
back down to the toe of the apron, the concrete was dried, cleaned off, 
and then waterproofed with insulatine, applied hot. Care was taken 
to see that the surface was thoroughlj^ covered. 

(c) All cracks in the horizontal surface of the concrete were cut out 
1 inch wide and three-fourths inch deep (some large cracks were cut 
wider), cracks cleaned out, and hot asphalt mixtures poured in and 
ironed down smooth with the surface of the concrete. After the cracks 
were finished, all of the exposed horizontal surfaces of the concrete 
were painted with two coats of boiled linseed oil and lampblack, 
applied hot. All vertical surfaces were painted two coats of plain 
boiled oil and then one coat of slate color (lead, oil, and lampblack). 
The concrete should be dry and the weather warm when the oil is 
applied. Later, one coat of tar paint was applied to the parapet 
surface. This coal-tar paint was composed of coal tar, asphalt, and 
coal oil, mixed in the following proportions, viz: 

Gallons. 

Coal tar 4 

Asphalt 1 

Coal oil 1 

If any cracks develop after the first coating it is evident that the 
quantity of asphalt in the mixture is too great and in other applications 
should be reduced. This should be allowed to dry for a time, and if 
it remains sticky should be sanded. The sand gives it a color approxi- 
mating that of the surroundings. 

The moisture from condensation is insignificant in this locality, and 
it is apparently possible to render the magazines and passages dry by 




SKETCH SMOW/A/6 THE PEflCOLATION Of: I^AT£/f T»/=>oae 
COA/C/9ET£ jIfJO ITJ fASSASe OOW/V PU/^£S OP UVfn t^A.,s t: 



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Bng 58 3 



APPENDIX A A A TECHNICAL DETAILS. 3725 

coating the outside exposed surfaces with a waterproofing paint, such 
as the coal-tar preparation described above. 

When sand lies against concrete it acts as a conveyor of water to 
the concrete, and eventually this water percolates through the concrete 
to the magazines. An air space between the sand and concrete should 
always be left of sufficient size to permit a person to pass through and 
apply the waterproofing paint to the concrete at intervals. If the 
water .can be prevented from entering the concrete there can not be 
an}^ percolation, and the elaborate and expensive systems of air spaces 
and waterproof la3^ers of asphalt, etc., can be dispensed with in all 
localities where condensation is insignificant. 

There is submitted with this report a sketch showing the percolation 
of water through concrete, its passage down the planes of weakness, 
and the method used for preventing same by treatment of surfaces at 
Battery Brumby, Fort Screven, Ga. 



A A A 9. 

DEFENSES OF THE COAST OF FLOKIDA AT KEY WEST AND TAMPA. 

[OfiBcer in charge, Capt. Francis R. Shunk, Corps of Engineers.] 
PERCOLATION. 

During the past fiscal year emplacements for 6-inch and 3 -inch guns 
have been constructed at Key West and Fort Dade. In all of these bat- 
teries the rooms are in traverses covered with sand. The damp-proof 
course is between the concrete and the sand. At Key West asphalt 
mastic was used, as a quantity of this material was on hand. The top 
of the concrete was covered with smooth plaster, proper slope being 
given for drainage. Above this the asphalt was placed in two layers, 
making a total thickness of about three-fourths of an inch. The com- 
position of the asphalt was as follows: 

Rock asphalt mastic pounds. . 440 

Coal tar gallons. . 3 

Siliceous sand ^ .do 5 

After hardening, this was covered with sand. At Fort Dade, Hj^drex 
felt was used for the damp-proof course. The top of the concrete was 
covered with smooth plaster and given a proper slope for drainage. 
A double layer of Hydrex felt was then applied, the strips of felt 
being lapped three or more inches and coated with Hydrex cement. 
The joints of the second course were placed midway between those of 
the first course. The upper surface of the first course was entirel}^ 
coated with Hydrex cement before the second course was placed over it. 

At both Key West and Fort Dade the vertical walls were plastered 
after the forms were removed. Before plastering, the surfaces were 
thoroughly saturated with water, then a coating of thick grout was 
brushed on. After the grout had attained its initial set the plaster was 
applied, firmly pressed into place, and floated to a smooth surface. The 
vertical walls retaining sand fill were given a thorough coating of hot 
coal tar. All rooms are perfectly dry. 



3726 EEPORT OF THE CHIEF OF ENGKSTEEES, U. S. ARMY. 

CONDENSATION. 

There has never been trouble from condensation in this district; 
nevertheless, precautions have been taken against it. 

Iron pipes, 6 inches in diameter, enter the wall from the outside about 
1 foot from the ground, turn upward in the middle of the wall and con- 
tinue this direction for 1 foot, then turn into the room. Vitrified pipes, 
terminating above in galvanized sheet-iron storm caps, lead from the 
ceiling of the room to the outer air. The sectional area of these pipes is 
equal to the combined areas of the lower iron pipes. This system gives 
excellent ventilation, and the rooms are entirely free from moisture. 



A A A 10. 

DEFENSES OF PENSACOLA, FLOEIDA. 

[Officer in charge, Capt. James B. Cavanaugh, Corps of Engineers.] 
DAMP PROOFING. 

Work of this character has been confined to the new batteries under 
construction, as no funds have been available for work upon an}' of the 
existing batteries. 

In a 3-inch battery at Fort Pickens, Fla., the magazines and store- 
room are located in a central concrete traverse which is without any 
earth covering. To prevent percolation in this batterj^ an interior roof 
composed of 16-ounce copper was built in the concrete over all rooms 
and a 4-inch air space placed in the parapet in front of them. The cop- 
per roofing was provided with gutters and blind drains on sides and 
rear edge, which discharge into the air space in front and into down 
spouts placed in rear of the traverse. To prevent percolation through 
the side walls surface drains were provided on top of traverse to carry 
ofi* the surface drainage. These drains are immediately above the 
blind drains of the copper roofing and discharge into the same down 
spouts in rear of the traverse. The arrangements described are shown 
on the sketch submitted herewith. 

The necessity for the interior roof, or its equivalent, is clearly indi- 
cated by the fact that although the concrete above this waterproofing 
is rich in cement and carefully laid, after each rain much water is dis- 
charged into the down spouts from the blind drains above mentioned, 
this discharge frequently lasting for several days. 

To lessen condensation, the magazines were lined with "Shawnee" 
brick manufactured by the Ohio Mining and Manufacturing Company. 
This lining was carried up with the walls and forms an integral part 
of the walls and ceilings. It was bonded to the side walls by means 
of headers, and to the ceiling by means o'f headers and ties made of 
galvanized iron wire looped over theThacker bars and extending down 
into the joints between the bricks. In the 6-inch battery these ties 
will not be used, as the adhesion of the bricks to wet concrete is very 
great and the headers alone afiord sufficient bond between the lining 
and the ceiling. In laying the brick wooden strips one -fourth inch 
square in cross section were used in the joints against the forming, so 
that in the finished work, when these strips are removed, the edges of 



i! 



NORRPS PETER 



DsreNses of 

Pensacola Harbor 

Florida 




Sketch of 3r/ck L/n/'n^. 



U. 5. Engineer O/TfCi-. 
Monrgometj/ Ala., Augi. 20'^ /SO' 
Respectfully ^rtvorded to f/te Chief oF Snginee 
witti letter of thit cilat&. 




Skefch of Waterproof/h^ or? 3 /nch Batfery. 



I 



APPENDIX A A A TECHNICAL DETAILS. 3727 

the brick are exposed and no mortar comes within one-fourth inch of 
the faces of walls and ceilings. The bond used in laying the brick 
lining is shown on the sketch submitted herewith. From this it will 
be seen that the number of headers has been reduced to the minimum 
that will insure contact between every stretcher and at least one header. 

The methods herein outlined have been entirely successful, as the 
batter}^ is entirely free from moisture of percolation, and no moisture 
of condensation has ever been discovered on the brick lining even when 
the exposed metal work of doors and the concrete surfaces were covered 
with moisture. 

No unusual engineering methods or expedients have been restored 
to in this district during the year, but with reference to the report 
contained in Appendix B B B 7, Annual Report of the Chief of Engi- 
neers for 1903, on the unsatisfactory results from the use of a coating 
of lampblack and cement to diminish glare, attention is invited to the 
fact that a mixture of this character has been successfully used for 
several j'-ears on the fortifications in the Mobile district and in this dis- 
trict also. This wash is composed of 30 parts Portland cement and 1 
part lampblack, by weight, which are intimately mixed when dry and 
suflScient water then added to bring the mixture to the consistency of 
whitewash. It is applied while fresh with an ordinary whitewash 
brush, the mixture being constantly stirred to prevent settling. While 
the wash is without any waterproofing value, it is ver}^ inexpensive, 
and the practice has been to apply it to all exterior concrete surfaces 
throughout the battery, as it gives a soft, dark color, very grateful to 
the eye. It has been found to be practically permanent, lasting for 
several years with ver}^ little loss in color, and can be renewed yearly 
for a very small fraction of the cost of oil paints or other similar 
mixtures. 



AAA II 



. DEFENSES OF MOBILE, ALABAMA. 

[Oflftcer in charge, Maj. W. E. Craighill, Corps of Engineers.] 

During the fiscal j^ear a type of lining, differing in some important 
features from those heretofore used, was installed in the new 3-inch 
emplacement then under construction. As the magazine in the new 
work was separated only by a narrow wall from the plane of separa- 
tion between the old and new work, it seemed advantageous to build 
an interior lining at once against the chance of leakage. 

The construction is strictly fireproof. The floor is of brick, laid on 
edge, with a 2-inch camber to insure drainage. The brick vertical 
walls are 4^ inches thick, with an air space of 3 inches behind them. 
Iron stays and brick crossing the air space give the walls additional 
strength. 

The air space is carried to about 5 inches below the floor level, insur- 
ing drainage. Hand-holes, at about 2-foot intervals, covered by copper 
screens, were made in the vertical walls at the floor level, by which the 
drains can be cleaned and the air space ventilated. 

The ceiling is composed of 16-ounce sheet copper, supported by 
T bars made of the same material, fastened to the concrete by bronze 
bolts and nuts, with gaskets. 



3728 EEPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

ThivS lining was completed about six months ago, has thus far proved 
very satisfactor}^, and is thought to be preferable to an}^ type 3^et tried 
in this district. 

Asphalt waterproofing. — The following methods have been used on 
new work where the concrete had a vertical cover of earth: 

The top of the concrete was covered with a thin coat of 1 to 2 cement 
mortar and given a rough trowel finish. As soon as the surface was 
sufficiently dry it was covered with a layer of asphalt mastic 1 inch 
thick, and rubbed down to a finish with dry sand and cement in equal 
parts. To prepare the mastic, take 500 pounds of Diamond T asphalt 
mastic, broken into small pieces, 30 pounds of Diamond T asphalt flux, 
and 5 pounds of petroleum residuum oil. When thoroughl}^ melted 
add ttOO pounds of clean, dry torpedo gravel, previously heated. Stir 
gravel and asphalt until both are thoroughly mixed at a temperature of 
about 375° F. While this makes a desirable waterproofing, it has the 
advantage of not slipping under pressure of the earth covering at any 
reasonable angle. 



A A A 12. 
DEFENSES OF NEW ORLEANS, LOUISIANA. 

[OflBcer in charge, Lieut. Col. H. M. Adams, Corps of Engineers.] 

The method of lining the magazines and shell rooms of an 8-inch 
battery to prevent percolation is described in the Annual Report of 
the Chief of Engineers for 1903, page 2-1:15. No leakage has been 
observed in this battery during the past fiscal 3^ear. Condensation 
forms on the brick walls, metal ceilings, and ironwork throughout the 
battery for about three months during the 3^ear, the condensation being 
greatest in March and April, in which months fogs genei-ally prevail. 
No methods have been tried for preventing condensation in this battery. 

During the past fiscal year the walls and ceilings of the magazine 
and shell room of No. 1 emplacement of a 10-inch battery were lined 
with brick and sheet copper, respectivel}^, in the method described for 
the 8.-inch battery in the Annual Report for 1903, referred to above. 
No leakage has been observed in these rooms, except that during June, 
1904, after a heavy rain, dampness appeared at the front of the brick 
wall in the magazine of No. 1 emplacement, due to the gutter at the 
bottom of the air space being too small for the amount of water to be 
carried off. This defect will be remedied. 

The walls and ceiling of the magazine of No. 2 emplacement of the 
10-inch battery were lined with magnesia lumber, and the walls of 
magazine of No. 1 emplacement of the same batter}^ with sheet cork, 
to test the efficiency of the linings in preventing condensation. No 
condensation has been observed on either of these linings. Condensa- 
tion forms throughout the battery, except on the cork and magnesia 
linings. The method of applying the magnesia lumber to the walls 
and ceilings of No. 2 magazine is described in the Annual Report of 
the Chief of Engineers for 1903, page 2416. 

During the past fiscal year new magazines were constructed for a 
4r. 7-inch battery. 



ff 



Ene^ 58 3 




WATERFROOr LINING 

FOR rORTinCATIONS DEFENDIN'G 
MOBILE HARBOR 

ALABAMA 







8^28 R^^',Pm?.T nw T'WTT nrxr-c^v r\T? xj^tvt/t^t vn^^T? 



r>o TT 



* 



APPENDIX A A A TECHNICAL DETAILS. 3729 



I The magazines were enveloped, except in the rear walls, by sheet 
id with soldered seams, embedded in the concrete 18 inches from 
e interior of the magazines. The sheet lead was covered with three 
layers of roofing felt to prevent its injur}- while tamping the concrete. 
An asphalt course was laid under the magazine floors. The sheet lead 
extends down to the asphalt, and a 4-inch porous tile is provided to 
drain off all water foUowijig down the sheet lead. Compartment tile, 
with a 4-inch porous tile at the bottom, was placed between the earth 
till and the concrete. No leakage has been detected in these magazines 
since their completion. 



f A A A 13. 

DEFENSES OF GALVESTON, TEXAS. 

^Officers in charge, Capt. C. S. Rich6 and Capt. Edgar Jadwin, Corps of Engineers.] 

STOPPING LEAKS (pEKCOLATIOn) AND CONDENSATION. 

Linseed oil, tar, Webster's elastic cement, Callahan's slate ^^'^ment, 
and E-pure paint have been used in stopping leaks wherever tL ■. have 
occurred in the old emplacements at Forts San Jacinto, Tra^ is, and 
Crockett, Tex. 

The methods used were similar to those explained in the technical 
details, Report of Chief of Engineers, United States Army, for 1903. 

Tests are not yet completed, but results so far obtained have shown 
temporary relief only. Linseed oil and tar show the usual results. 
Webster's elastic cement and Callahan's slate cement pull away from 
the concrete, thus leaving cracks. E-pure paint and pitch are still 
under test. 

In the reconstruction of the east end of the 8-inch battery at Fort 
Travis a 2-foot air space was introduced between gun blocks and gal- 
leries, into which all drainage gutters and ventilating shafts are carried, 
the air space being well ventilated to outer air. Copper waterproofing 
was used over these galleries, draining into air space, the copper being 
14-ounce sheets joined with double-lap flat seams or by shingling and 
well soldered, using solder one-half tin, one-half lead. 

To prevent condensation, the walls of galleries were lined with 
porous brick, the ceiling of relocating room being also lined, the 
bricks being laid with 2-inch face exposed and with dry joints. 

No percolation or condensation has been detected since completing 
this work. 

The brick used at this battery is manufactured b}^^ the Sunset Brick 
and Tile Company, of Gonzales, Tex. The color is of a light cream, 
absorption 28.98 per cent of its own weight in 12 hours; dry weight, 4 
pounds 5 ounces; tensile strength, 250 pounds per square inch, and 
crushing strength, 975 pounds per square inch. Cost f. o. b. Galves- 
ton, picked, carload lots, no bats, 117.30 per 1,000. These bricks 
have given satisfaction at the batteries where used. 

Considerable leakage was experienced in galleries and rooms under 
the west loading platform and corridor, due to cracks and reversal of 
drainage slopes caused by settlement. It was decided to remove the 

ENG 1904 — —234 



3730 REPOKT OF THE CHIEF OF EXGINEEKS, U. S. ARMY. 

pavement to the waterproof level aiid replace it with steeper slopes 
about 1 inch in 3 feet, this being done in connection with the widen- 
ing of loading platforms and corridor. 

Upon exposing the waterproofing, which was of asphalt, five-eighths 
of an inch thick, it was found to have become porous and disinte 
grated, no longer retaining its waterproofing qualities. This water- 
proofing consisted of Trinidad asphalt, sand, and tar, and had been 
in use for six }- ears. The damaged waterproofing was removed and 
replaced with copper, as described in the reconstruction of the cast 
end of the battery. Although this work is not fully completed, there 
are now no leaks, excepting through two large contraction cracks in 
the parapet at juncture with the traverse; these are being treated with 
pitch. 

The tarred felt, damp proofing under floors, where it was exposed 
in connecting the new and old w^ork, was found hard and brittle. 

Except in foggy weather condensation is slight in rooms which do 
not leak and which have good floor drainage. It is now being attacked 
b}^ improvement of floor drainage, stoppage of percolation, and in some 
rooms by a gradual extension of controlled ventilation. Porous lin- 
ings are also used in new work. Daily inspections to determine 
amount of condensation and percolation were entered upon January 1, 
lOOtlr. It is intended to utilize results obtained during next foggy 
season in rooms differently treated in determining extent to which 
controlled a entilation and porous linings will be applied in old work. 

RECONSTRUCTIOX OF MORTAR BATTERY, FORT SAN JACINTO, TEX. 

A sketch is submitted showing method of construction of damp 
proofing under walls and the unclerdrainage of floors. The walls at 
the elevation of 9 feet are surfaced and a damp-proof course consisting 
of No. 1 E-pure felt laid in E-pure paint, constructed with generous 
laps well cemented, this being protected by a la3^er of cement mortar 
about 1 inch thick, to prevent the stone of the succeeding concrete 
from injuring the felt. 

The floors are built on a 2-foot laA^er of broken stone laid on water- 
packed sand. The surface of the broken stone was raked and well 
tamped to reduce the voids and thus prevent escape of concrete mortar 
and filling of interstices of the broken-stone layer. . 

This method of damp proofing is intended to prevent the appearance 
of moisture due to capillary attraction. 

The walls immediately in front of mortar pits are not provided 
with damp proofing, as the}^ are separated from the traverse walls by 
planes of weakness. The faces and flanks of the traverses will be 
protected as described below for Fort Travis. 

To prevent condensation in the battery, a 2-foot air space was intro- 
duced, passing around front and flanks, beginning at relocating room 
and ending in mortar pit for the north and south traverses and joining 
the mortar pits for the middle traverse. 

All rooms, wherever possible, are ventilated into these air spaces, 
which are in turn well ventilated to the superior slope. 

Walls and ceilings of powder magazines and walls of shell rooms 
are lined with porous brick, the brick being the same as described for 
the 8-inch battery at Fort Travis. 

Floors have been supplied with drainage slopes and open gutters of 



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APPENDIX A A A TECHNICAL DETAILS. 3731 

such grade that should the battery tip forward in settling, as is gen- 
erally the case here, the drainage will not be reversed. 

There has been no percolation or condensation detected in any por- 
tion of this battery. 

No plastered walls are admitted in an}^ of the reconstructed emplace- 
ments. Where necessary, the walls are covered with a wash of lime 
and tallow, 25 pounds of tallow to the barrel of lime being used. The 
tallow and quicklime are well incorporated, then slaked and strained. 
This gives a coating that adheres w^ell to the walls, and does not rub 
badly or flake. 

The emplacements at Fort Travis are damp proofed on the outside 
faces with No. 3 E-pure felt, cemented to the concrete with E-pure 
paint or pitch. 

Terra-cotta wall furring is laid in cement mortar outside of this 
damp proofing, by means of which all percolation along the faces of 
the batteries is drained to flanks. The 3-inch and 4. 7-inch batteries 
at Fort San Jacinto have no E-pure felt between wall furring and con- 
crete of emplacement. But at no emplacement where these methods 
of damp proofing have been used has moisture penetrated the wall 
furring, although the sand parapet has been put in place by means of 
a centrifugal pump. 



REPORT OF MR. W. A. HINKLE, SUPERINTENDENT. 

Battery for two 3-inch rapid-fire guns. — Front of this battery from 7.5 feet elevation 
was covered with partition tiling before pumping in sand. The tiling is 12 by 12 by 
2 inches, with two partitions 1^ by 3^^ inches. The tiling was laid up with cement 
mortar, the air spaces being vertical and all points water-tight. 

The first effort in placing tiling was to make the tiling adhere to the concrete with 
cement mortar, but on account of the small surface on the tiling and prevailing 
strong winds it w^as found necessary to use horizontal ribbing of 2 by 4 inches every 
fourth row, w-ith vertical pieces of same in front, and extending to top of concrete 
and secured at top by No. 14 wire, fastened to ventilators. The top course was stopped 
about 1.5 £cct beluw top of Concrete and made water-tight by cement mortar. The 
top of tiling was left open until sand fill had been pumped to within 2 or 3 feet of 
top; this was done to observe if there was any sand and water accumulating in the 
air spaces. The observation was made by sounding in the air spaces with a thin rod. 
No accumulation of water or sand was found, which shows that the tiling has accom- 
plished the purpose intended. The average settlement of this b^tery since putting 
up the sand is 0.06 foot. No leakage has been observed, but all surface cracks 
have been filled with raw linseed oil, a V-shaped groove having first been cut about 
one-half inch deep and three-fourths inch wide at top. These will later on be filled 
with asphalt During foggy or damp weather the walls of magazines are more or 
less damp. This might be partially remedied by drilling a hole from top and putting 
4-inch vitrified pipe and grouting around it. If this is done, the old ventilators of 
3-inch iron pipe should be filled with grout. Concrete in this battery was mixed with 
salt water. "^ 

3fining casemate.— This is in traverse of battery for two 3-inch rapid-fire guns 
and ]oms on to old concrete of this battery. There is a slight leak where the old 
and new concrete join. The crack is very small, and has been filled with raw oil, a 
httle ot which has found its way through. After this has had time to thicken, more 
oil will be used. The ventilators are of 4-inch vitrified pipe. The cable wav also 
admits a supply of air. 

The dampness in the casemate is much less than in magazines and rooms of bat- 
tery for two 3-inch rapid-fire guns. 

Battery for two 4-7 -inch rapid-fire ^-mis.— Practically the same methods and con- 
ditions at this battery as at battery for two 3-inch rapid-fire guns. The ventilators 
are ot rf-mch iron pipe. A slight leak is observed in west magazine. An endeavor 
was made to stop the leak by use of raw oil, but there are many hollow places under 
tne granolithic finish, which is thin— about U to 2 inches. It is suggested that this 
oia top finish be removed and replaced with new, made at least 6 inches thick, and 



3732 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

deep V-shaped grooves be left between the blocks, to be filled with asphalt or some 
plastic material to prevent water getting under top finish. The cost of this would 
be approximately three hundred dollars, depending on amount of old finish removed. 

Battery for eight 12-inch mortars. — This battery is built on 30-foot foundation piles 
surrounded by 30-foot Wakefield piling made of three pieces of 4 by 12 inches, 30 
feet long, sized to uniform thickness and width, and bolted with eight five-eighths 
by 11 inch bolts, head and nut countersunk. These piles formed a water-tight box, 
holes having to be cut to let out the M'ater. The sheet piles were driven first and 
foundation piles afterwards. Clay was found at about 18 feet below mean low tide. 
Piles driven to about 27 feet penetration. Sand was excavated from around founda- 
tion piles to 1.5 feet above mean low tide. This was as low as we could go without 
great expense. This concrete begun at 1.5 feet above mean low tide, the piles pro- 
jecting 1 foot into the concrete. At the 9-foot elevation a damp course was put down, 
consisting of " E-pure " paint and one course of No. 1 asphalt felt, both articles manu- 
factured by the Trinidad Asphalt Manufacturing Company, of St. Louis, Mo. Sand 
w^as pumped into rooms and magazines to 8-foot elevation, and then 2 feet of crushed 
stone put down, thoroughly wet down and well tamped. On this the concrete floors 
were built with a crow^n of 0. 2 foot and a slope of 1 foot from front to rear. This was 
on the assumption that the concrete would settle or tip to the front 1 foot. On either 
side of floors was a 4-inch gutter, with a depth of 0.1 foot in front and 1.5 feet in rear, 
giving the bottom of drain about 2.1 feet fall to rear. 

By putting in floors before building the walls the concrete was placed by derrick, 
and the work was done more economically than to wheel in place after finishing the 
walls. Sides and roof of magazines were lined with porous brick set on edge. Koof 
of magazines arched one-half foot in width of 10 feet; part of the brick were set with 
no plaster or pointing, part pointed with cement and sand on side next to concrete, 
and part of them laid in a very thin joint of plaster of cement and lime, no sand. 

An air space 2 feet wide to height of ceiling was built around rooms and magazines 
from locating rooms on ends to the mortar pits, and one also in middle section con- 
necting the two pits. The floors of air spaces have a slope for drainage. Casing of 
two sections have been removed, and no moisture or dampness observed at any time, 
not even during heavy rains. A strong draft passes through the air spaces when 
there is any wind, and it is very seldom there is no wind, and then only for a short 
while. Ventilators go from air space through roof; outside top of concrete is 
troweled to smooth, hard finish. Middle section not yet complete. Concrete mixed 
with fresh water. 

On outer surface of walls a 1 by 3 inch batten is embedded in the concrete with the 
outer side flush with concrete. This is to hold the partition tiling in place by driving 
a lOd wdre nail at joint. 

Battery for two 10-inch guns. — Riprap protection is being placed in front of this bat- 
tery. No concrete placed. Sheet and foundation piles same as at battery for eight 
12-inch mortars. 



REPORT OF MR. S. W. CAMPBELL, SUPERINTENDENT. 
FORT TRAVIS. 

Two 8-inch battery. — The east (new work) relocating room and gallery, back of 
No. 2 gun, walls are lined with "Sunset" porous brick, and have 14-ounce sheet 
copper with rolled and soldered seams, laid in the concrete 1.9 to 1.4 feet above the 
ceiling level, and this drains into 2-foot air space between the gallery, relocating 
room, and gun block; this has been finished several months, with no indication ot 
leakage as yet. The old surface of corridor, also of platform for No. 1 gun has been 
torn up and copper put on, and new surface is now being laid. The old concrete 
was brought to a smooth surface with pjrout, copper laid, and then about IJ inches oi 
grout put on to prevent puncture when concrete surfacing was being put on. 

Stopping leaks.— A number of leaks from open joints along blocks, and from cracks, 
were cut out and filled with Callahan's slate cement, and then painted with E-pure 
paint; this onlv stopped them for awhile; as it has since been found that the Calla- 
han's cement pulls away from the concrete and allows water to enter. This has 
Muce had copper damp proofing put in under corridor and under No. 1 plattorms. 
It is intended to ventilate magazines by cutting 12 by 12 inch air shafts through top 
cover, 



APPEKDIX A A A TECHNICAL DETAILS. 3733 

FORT CROCKETT. 

Battery for two lO-lnch guns. — There are a number of leaks from opening of joints 
in blocks of loading platforms of both guns; these were formerly channeled out and 
coated with one-half inch of Stockholm tar and tilled with one to one mortar. As 
this did not prove satisfactory for any length of time, this was cut out and channels 
filled with "Webster's" elastic cement. This has proven like the Callahan's cement 
at Fort Travis — it pulls away and lets the water in as before. 



A A A 14. 
DEFENSES OF SAN FEAXCISCO HARBOR, CALIFORNIA. 

[Ofi&cer in charge, Lieut. Col. Thos. H. Handbury, Corps of Engineers.] 
[Report of Asst. Engineer J. H. G. Wolf.J 

ROADS AND ROAD BUILDING. 

Within the past few years, on the Lime Point Military Reservation, 
2 miles of new road have been built and about 4 miles of old road have 
been repaired and practicall}^ rebuilt. All new road Avork was finished 
with a surfaced roadway, and its construction will be described under 
the following headings: (a) Character and source of the stone for sur- 
facing; {h) the roller; (c) cross section of roadwa}^ and depth of 
ballast; (d) cost; (e) general remarks. 

{a) The stone. — The rock formation of the reservation is principally 
a base of porphyry, overlaid with serpentine in places, which in turn 
is capped with a friable brown claye}" schist or an aluminous shale. 
Along the Golden Gate channel high bluffs expose these formations, 
and at one, near Point Bonita, a quarry has been opened in a porphyry 
ledge where the stone has only a slight covering of loam. The claj^e}^ 
schist crops out in man}- places over the reservation, crowning the 
peaks of hills and along ridges. Roads lead around and across these, 
hills; where crossing the ridges the ballast is exposed in the excava- 
tion. The leads for hauling the material, therefore, are seldom over 
1,200 or 1,500 feet. The surfaced roads have been formed of these 
two materials. Plate 2 is a photograph showing in the distance a road 
crossing a ridge, and in the middle ground, along the road, an exca- 
vation from which is obtained a good quality of the schist rock. 

{h) The roller.— K drawing of the roller used is herewith submitted 
(plate 1). When the road work was first taken up, figures were asked 
for a corrugated roller of 5,000 pounds weight. The price quoted, 
S700, was considered excessive, so one was designed for the purpose. 
It was built on the works at a total cost of |196. Competition bids 
were received for the ironwork; the castings were furnished at 3f 
cents per pound, the steel shaft at 10 cents per pound, and the jour- 
nals at about 17.50 each. The roller is 45 inches long, weighs 5,000 
pounds, and is composed of 15 segments, eight of which are 40|- inches 
in diameter and seven 39i inches. The shaft is 60 inches long and 2i| 
inches in diameter, is held in the oak frame by two 2-inch steel coh 
iars, attached with set screws. Provision is made by a box set across 
the longitudinal members of the frame for loading the roller with a 
ton of iron, so that the net effective loading can be made 2,000 pounds 



B734 REP01RT OF THE CHIEF OF ENGINEEBS, tJ. S. ARMY. 

per foot of width of roller. The roller can be used readily with four 
horses on grades of 5 and 6 per cent, and does very effective compact- 
ing when used with the proper amount of water. It is much preferred 
to the plain roller of equal weight. Where one is not in the business 
of road building, where the work is detached and intermittent, and the 
expense of a heavy steam roller is not justified, this form of roller is 
the more useful. 

(c) The cross section of roadway. — Where roads were *to be used for 
interbattery communication and construction roads as well, a uniform 
width of li feet was adopted, with a gutter of 2 feet on the inside and 
no gutter but a berm of 2 feet on the outer side. On steeper sidehill 
work the spoil forms a wider berm, and acts as a protection for the 
road when the whole embankment begins to settle and slough off under 
heavy rains. The crown of the surfaced roads w^as made from 5 to 6 
inches depth of material, 8 inches of schist, watered, rolled, and com- 
pacted to about 6 inches, and a finished or wearing surface of 2^ 
inches of blue porphyry (using run-of-crusher) and schist mixed in 
equal proportions. The porphyr}^ acts as the wearing material and the 
schist as the binder. The top layer must be watered and rolled until 
there is no "give" of material before the roller. A traffic of 1,600 
pounds per wheel load (with 3-inch tires) has been borne by a road 
so made without difficulty. 

Plate 3 shows the manner of finishing a road at a battery entrance. 
Concrete curb and gutter are shown clearh\ The curb is made 
inches wide and about 12 inches deep. The gutters are made 2 feet 
wide and are formed of rubblestone set on edge by common labor, 
and then floated with a grouting of cement by masons. The top of 
curb is kept level throughout, and the drainage is carried away by 
sloping the gutter to catchbasins at convenient points. The catch- 
basins are uniformh^ 21 inches square in section, with 6-inch w^alls and 
floor of concrete, covered with cast-iron grating 12 by 21 inches set 
in an angle-iron frame. A sump, 12 inches in depth, is left below 
the outlet pipe in each basin. 

Plate 2 shows an entrance to a battery where the longitudinal axis 
of the battery is parallel with a through road located some 200 feet 
back of it. The entrance road is a branch from the through road. 
The curb and cemented gutter were carried out to the point where 
the reversed curve begins; the rough gutter was carried on beyond. 

Plate 3 shows an entrance to a battery where a large amount of 
excavation spoil was used to form a battery parade. An 18-foot 
approaching road is divided into two 16-foot sections of road, with a 
triangular grass plot between. This provides a suitable place for a 
flower bed, which might relieve the severity of the surroundings. A 
grass plot 8 feet wide adjoins the sidewalk immediately in rear of 
battery, and has a curb and gutter along the roadway. The road con- 
tinuing on the length of the batterv is 22 feet wide. 

{d) Cost.— A. section of road 3,100 feet long, on sidehill work as 
illustrated on plate 2 (the road in the distance), was built for 90 cents 
per linear foot of road. The excavation amounted to 1.1 cubic yards 
per linear foot; about two-thirds of it was in ordinary compact earth 
and one-third in rock. The cost includes the rolling. 

The cost of the concrete curb and cement-finished gutter is about 
50 cents per linear foot of curb and gutter. The cement-finished gut- 
ter alone is worth about 25 cents per linear foot, and the plain rubble 



I 



APPENDIX A A A TECHNirAL DETAILS. 3735 

gutter without cement tinishing is wortli 20 cents per linear foot. 
These figures include the cost of the material. 

(6^) General remarhs. — It has been found that side gutters should 
always be made deeper than theoretically necessary to carry off the 
drainage. Banks cave in during heavy storms, and a general silting up 
deflects storm water down the middle of the road or along a wheel 
track. Considerable damage can be done before the necessary atten- 
tion can be given a road. The deep gutter will intercept ground w^ater 
from crossing under the road; there is no greater enemy to the life of 
a road than water in the foundation. There is an element of danger 
in having the gutter too deep in case of runaway teams; it increases 
the liability to accident. 

Roads should be well sprinkled, not necessarily to keep down the 
dust, but to prevent the surface from becoming ground into an impal- 
pable powder to be blown away. A moderate amount of sprinkling- 
done at regular intervals will keep the crust of the wearing surface 
intact. By so doing the efficiency of a road will be greatly increased; 
that is, much heavier loads can traverse it with reduced effort on 
teams. Heavy rains will be shed without damage, for the crust, when 
once broken, is more readily torn away. 

The subject of oiling roads has not been taken up b}^ this Depart- 
ment, for the amount to be done does not warrant considering it. The 
California crude oil, with its asphaltum base, has been successfull}^ 
applied with gratifying results in numerous places in the State of late 
years. The roads and boulevards of Golden Gate Park, San Fran- 
cisco, which are made principally of brown shale rock, have been oiled 
for several years, and the crust now formed is similar to an asphalt 
pavement. The roads about the post at Fort Baker have been given a 
coat or two of oil, with indifferent success because improperly applied. 
The road surface should first be roughed up to the depth of a half 
inch and the oil applied hot, so that it becomes thoroughly incor- 
porated. 

Tbe expedient of improving sand roads by mixing with yellow clay 
has been found beneficial. Placing a brush or mattress foundation on 
which to build a road over loose sand has been found unnecessary, if 
not actually undesirable. A bed of quarry spalls has been found very 
good for the purpose. 



WORK OF HORSES AND FEED CONSUMED. 



I 

^■^ It has been frequently expressed as an axiom that the cost of f reight- 
^Bng with teams is 25 cents per ton mile. Cost records for one year 
^■nave been compiled to compare figures with the accepted figure. The 
two have been found to agree closely. 

The cost of feeding and keeping one horse one day has been found 
to be as follows: For a period of twelve months the total number of 
horses employed on the particular works where most of the work has 
been concentrated this past year was 8,940 days for one horse. During 
that period there were consumed: 

124. 9 tons wheat hay, at average cost $15.46 $1 931. 85 

53. 96 tons rolled barley, at average cost $24.11 l' 300 97 

6. 59 tons oats, at average cost $27.37 ' 180. 37 

1. 08 tons bran, at average cost $21.22 22! 92 

5. 96 tons straw bedding, at average cost $13.80 82! 26 

lo which is added: 



3736 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Cost of 1 stableman $775. 00 

Cost of hauling and storing forage 281 . 55 

U, 056. 55 

Cost of keeping 8,940 horses 4, 574. 92 

Or per horse per day, $0,512. 

The distributed cost of the forage consumed by one horse for one 
day is: 

Hay, 27.93 pounds $0,215 

Barley, 12.07 pounds 150 

Oats, 1.47 pounds 020 

Bran, 0.24 pounds 003 

Straw, 1.33 pounds 009 

Hauling forage and stable service 113 

Total 512 

The above figures show n consumption of 4=1.7 pounds of feed per 
day, which seems large, but it is i.ot excessive when considering the 
character of work performed, which is heav}^ draft. In all feed there 
is a certain percentage of waste due to poor qualit}^ and again there 
is a waste in feeding. It has been sought to buy nothing but the very 
best qualit}^ of feed obtainable. It is impossible at times to realize all 
that is intended. A conservative estimate of the waste would be 5 per 
cent, so the actual consumption is not far from 40 pounds. 

A A'er}^ good opportunity has been had during the past two 3^ears to 
compare performances on four-horse team work under different leads, 
or lengths of haul, and on variable lengths of grade: 




Case 2. 



Loads per day 

Lead feet. 

Grades: 

Level - -..do.-, 

On 5 per cent do. . 

Loads: 

Gross tons 

Tare do.. 

Net do.. 

Tractive force: 

On level pounds 

On grade do-- 

Duty per day foot-pounds 



7 
6,200 

2 -100 
3,800 

3.15 

.65 

2.50 

220.5 
578.0 
21,000,000 



The roadway in each case was a fair macadam, and the tractive force 
per ton was taken as 70 pounds (which is probably low) on the level 
road, and 112 pounds per ton were added for the 5 per cent grade, 12 
pounds being for the weight of the horses. The calculations are 
based on a dry roadway; this is true for case 2, but not case 1, which 
was done during the winter, hence for a portion of the time the duty 
was probably from one-fourth to one-third greater. Trautwine, in 
discussing the duty of horses, says (p. 377) a horse should do an 
amount equal to 13,200,000 foot-pounds in a ten-hour day, traveling 
at a speed of 2i miles per hour on a level roadway. Since nearly all 
teamwork is done by hauling a full load for half the day and return- 
ing empty, and loading and unloading for the remainder of the day, 
the performances above cited will be seen to be the average, if not 
above the average, when considering the proportion of heavy grade 
in case 2. 



APPENDIX A A A TECHNICAL DETAILS. 8737 

WATERPROOFING. 

Cai<e 1, — Plate 4, a photograph, represents a roof on which has been 
placed a three-pl}^ felt and asphalt rooling-, preparator\^ to placing on the 
tile course, in that particular method of waterproofing lately adopted 
in this harbor. On page 2421 of the technical details, Annual Repoi't 
lyOo, this method is descril)ed in detail, and is illustrated on the 

awing, plate 2, of that report. 

Plate 4 of this report shows the method of laying the felt. In the 
gutterway the layers are three in thickness, and the edges are let in a 

(groove, or recess, cut along the coping. This groove is afterwards 
cemented. The plate also shows method of bringing ventilating pipes 
and chimneys through the roof. A lead flashing is placed later around 
the base of the stack, lapping on the tile course. 

Plate 5 shows the tile course being laid. In the gutterwa}^ 2-inch 
furring tile is first placed against the coping, then 3-inch sewer tile, 
with bottom halves of bells removed, are next placed, after which the 
3-inch book tile is laid with mortar. The mason working on the left 
is cutting tile to make a fit along the ridge. If mortar is not used in 
lajdng the tile they are apt to slip, or slide, when the backfill material 
gets thoroughl}^ wet. In the distance, against the observing station, 
is seen the lead flushing, partially bent up, under which slides the first 
row of tiling. All flashing work is brazed on the angles to insure 
tightness. The method of waterproofing here illustrated, and as used 
at a previous battery, has been found to give perfect satisfaction. 
During the months of February and March the rainfall amounted to 
about 15 inches; the batter}^ was perfectly dr}^ in ever}^ room and 
under every door head. How effective it will be in some years in the 
future when expansion and contraction cracks rupture the masonry is 
to be seen. At one batteiy, built some three years ago, where a three- 
ply felt and tile course was placed in the loading platforms, under which 
wp.re located service rooms, the roof masses of concrete have been 
broken seriously by expansion and contraction cracks, but no moisture 
has percolated through. The ''D" grade of roofing mastic, without 
any fluxing of coal tar, providing an asphalt reasonably soft and elas- 
tic was used, and it is believed no amount of rupture will tear open 
the 3-ply felt. The tile course is used merely to give water of perco- 
lation a free run-off* the moment it strikes the roof. On dry days, 
between rains, it also affords a reasonably free circulation for air over 
the roof. 

Case 2. — At a battery of the type with no vertical earth cover, and 
which was made of poor concrete, and which for some vears defied all 
efforts to evercome completely all percolation the problem has, it is 
believed, been solved by adding a three-ply felt asphalt gravel roof, such 
as is used on 75 per cent of the commercial buildings erected. A chan- 
nel 4 inches wide 4 inches deep, placed 3 inches from the surrounding 
edge of the roof, was first cut in the concrete roof surface. In this chan- 
nel the end edges of the felt were placed, after which the work pro- 
ceeded in the usual manner, the three-ply felt being put on '' shingling" 
fashion, thoroughly saturating each layer in " D " grade asphalt.' The 
^^"^^'^1 is put on after first being heated; it incorporates better thus. 
A rude heater was made by placing a sheet of steel over a trough of 
brickwork m which was built a slow wood fire. 



3738 REPORT OF THE CHIEF OP ENGINEERS, U. S. ARMY. 

RESERVOIRS. 

Case 1. — Plate 6 shows a type of masonry cistern built to form 
part of a permanent water system for several batteries. The basin' 
was excavated in hard compact ck}^, and was taken out very nearh' to 
neat lines. It was designed for 6-inch concrete walls, but at the period 
at which it had to be built it was considered best to build it of brick. 
There were few facilities at the time for prosecuting work of any 
character. As constructed, four tie rods were placed in the covering 
arch at the springing line; a 24-incli galvanized iron ventilator, of the 
character shown for the succeeding basin, was used instead of the cast 
grating cover. A wroughtiron ladder way was placed from the man- 
hole to afford an entrance to the interior for cleaning out purposes. 
The capacity of the basin between the dra wing-off pipe and the over- 
flow pipe is approximately 20,000 gallons. The cost complete was 
1690. 

Case 2. — Plate 7 shows a concrete basin of 10,000 gallons capacity 
on another position. It was aimed to get it as high as possible to gain 
elevation, hence the excavation was made shallow and more concrete- 
was used in the side walls. The material was compact clay. The 
concrete was reenforced with five-eighth-inch bars of twisted steel as 
shown-. A two-faced, direct-acting indicator was used instead of the 
single-faced indirect indicator of the first basin. The cost of the 
structure complete was ^365. It is thus seen that basins of this char- 
acter cost about |35 per thousand gallons water to be stored. 

TYPES OF VENTILATORS. 

Plate 8 shows two styles of ventilator hoods: The one marked for 
reservoirs was designed to permit ventilation and at the same time be 
proof against snakes and field mice getting in the water; the second is 
for service room and magazine ventilation. The stiiok coming from 
below is of different shapes at different places; the cap in each case is 
a 'Sstar-' ventilator. Sizes used have been from 6 to 21 inches in 
diameter. 

FLAT CARS. 

Plate 9 shows a flat car devised for use on a tramway built on a 
maximum slope of 34° 30". The wheel base was made large and the 
height of platform was kept low so that the loaded car would not tip 
in passing over vertical curves. The sectional elevation shows a center 
pin. This was provided so that the load could be carried on a special 
cradle which permitted the first car of a train of two cars to be run on 
a turntable, there to change its direction and be switched off in the 
yard at right angles to the tramway. In this manner timber 55 feet 
in length was readily handled. It was found necessary, soon after the 
cars were put in use, to put an additional support under the middle of 
the platform to stiffen it for carrying weights of 2 tons or more. A 
5-inch I beam was added. The cars cost $75 each, and were built by 
contract. 





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To accompany /etfer of this date to Chief 

Major Corps offn^n^ers U. S. 

D.Af.C./ ^. 
3^2 




APPENDIX A A A TECHNICAL DETAILS. 3789 



AAA 15. 

DEFENSES OF THE MOUTPI OF THE COLUMBIA RIVER, OREGON AND 

WASHINGTON. 

[Officer in charge, Maj. W. C. Langfitt, Corps of Engineers.] 

Telescopic speahlng tuhe. — This is used at the loading- platforms, 
crow's-nest, and other outside exposed positions. The working and 
construction of this tube is clearh' shown on the accompanying draw- 
ing. The recess in which it is placed is furnished with a sliding door 
and lock. 

Three-way switch. — This switch is used in the tiring circuit between 
the guns and the outlet boxes, as, for example, one is installed in the 
telautograph booth in the right traverse" of gun No. 1. For this gun 
provision is made for the use of outlet boxes as follov»^s: In the telau- 
tograph booth; in the traverse in rear of the booth, and in the crow's- 
nest. There is a pair of firing mains terminating in the three-way 
switch of the booth, and from this switch branches are run to the 
respective outlet boxes. When it is desired to place the g-un in circuit 
with an outlet box the switch is thrown for that particular one, and 
the closing of the switch on the circuit used renders the other circuits 
and outlet boxes inoperative. When the firing of the gun is to be 
done directly from the battery commander's station on the separate 
circuit, the three-wa}" switch is out, and in the position marked "bat- 
ter}^ commander's station" on accompan3nng drawing. 



A A A 16. 



REPORT UPON THE USE OF BLAST METERS IN COxVNECTlON WITH 
THE FIRING OF 12-INCH MORTARS. 

[By Capt. Edward H. Schulz, Corps of Engineers.] 

General: I have the honor to report that two blast meters of my 
design were tested at Fort Moultrie, S. C, during the firing of 12-inch 
B. L. mortars. 

The firing took place April 13, 1904, under the general direction of 
Col. L. V. Caziarc, Artillery Corps, commanding post, in the presence 
of officers of the post of Fort Moultrie, Capt. G. P. Howell, Corps of 
Engineers, district engineer, and myself. 

The main purpose of the firing was to determine the strength and 
durability of the concreted interior slopes of the pits. This battery 
{Capron) of 16 mortars was one of the first constructed of the early 
types, with contracted area of pits 40 by 60 feet, and with interior 
slopes of concrete of 1 on 1. Incidentally, to aid in the determination 
of blast effects, the blast meters above mentioned, as well as several 
aneroid barometers, were placed in various positions in and around the 
pit and readings taken. 

The programme was to fire three salvos of 4 mortars each in pit D, 
but, owing to the failure of the electric primers of the 2 left mortars 
in salvo three, a fourth salvo of 2 motars was fired. There were thus 
two salvos of 4 mortars and two of 2 mortars. 




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Portland Or Sepf. 7/904 
To accompany Utter of this date foChief of EngineersOS A. 

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Afaj'orCbrpsofS/?^/iffers U.S.A. ~ 

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3740 REPOKT OF THE CHIEF OF ENGINEEES, U. S. ARMY. 

For the first and second salvos, the elevation was 52° 12', azimuth 
352° 25', charge 49 pounds smokeless powder corresponding- to tenth 
zone, weight of shell loaded with sand, 800 pounds. 

For the third and fourth salvos, data were the same, except that the^ 
elevation was reduced to 46°. 

The following inclosures accompany this report: 

Sheet A. Details of original glass blast meters. Type I. 

Sheet B. Same as above. Type II. 

Sheet C. Table showing results obtained, expressed in foot-pounds 
per square foot of tube opening. 

Sheet D. Parts 1 and 2 giving details of blast meters actuall}^ used. 

Sheet F. Photograph of blast meters. 

Regarding the concrete interior slopes of pit D, it may be stated 
that a new cover of Portland concrete had been placed on front and 
right-hand interior slopes. ' The original Rosendale cover was about 
3i feet thick at the base, tapering to 1 foot at top. A portion of this 
cover, about li feet in thickness at bottom, tapering to about one-half 
foot at top, was replaced by Portland concrete, the new cover being, 
well anchored to the old. The azimuth of the mortars brought the 
fire practicalh^ over the new Portland cover, and thus placed it at the 
severest test. No appreciable injury was done to the Portland con- 
crete, the earth at the top being only slightly raised, and not as severely 
as in case of gun emplacements. The Rosendale concrete of the remain- 
der of the pit was badly shaken, and disintegrated matter fell into the 
pit after each salvo, not, however, in sufiicient quantity to cause an}^ 
embarrassment in serving the mortars. The firing demonstrated that 
Rosendale concrete can not withstand heavy blast, while Portland suf- 
fers no appreciable injur}-, as far as determined by these experiments. 
The mortars were so oriented that tliev could all be loaded in tiring posi- 
tion, but there was considerable crowding in loading even in this mosti 
favorable position. 

The details of the blast meters are shown on sheets A, B, and D. 
Sheet D shows the finished meter designed to withstand heavy shock. 
Sheets A and B show the original glass meters, of which the T3^pe III 
was used during the test. 

The principle of these machines is as follows: 

The blast wave acting at the opening of a tube compresses a volume 
of air in a reservoir, the force of compression being transmitt^ 
through a body of water, the actual amount of water causing the con^J 
pression being automatical h' retained and recording the maximuoH 
compression. In Type II glass the amount of rarefaction can also be , 
determined. Preliminary trials with the glass instrument showed thati: 
the amount of rarefaction is practically negligible when compared to »' 
the compression, consequentl}- the two meters shown b}^ sheet D were * 
designed for compression efi'ects only. : 

It is now evident that a blast wave, which^ may be considered as anjl 
instantaneous blow, striking the open tube will cause a compression of;] 
air in the reservoir, forcing a portion of the water or liquid oyer into i 
the twin tubes, wh^re b}^ its height it registers the compression. Itij 
should be noted that the amount of compression depends on the capacity 'i 
of the reservoir, and any reasonable compression can be obtained, 
depending on the size of the reservoir, provided the other parts of the 
instrument are identical. It therefore follows that the measure of 



APPENDIX A A A TECHNICAL DETAILS. 3741 



Oppression alone does not ^'ive the blast value. If, however, we can 

determine the path over which this compressive force moves, we have 

the two factors which aid the determination of the true blast effect on 

the water surface. This blast eli'ect may be expressed as energy of 

impact or work done per unit of surface. The blast meter shown on 

jsheet D performs this function; the path of the surface of water open 

ito the blast is readily determined from the various cross sections of 

'tlie tubes and amount of water forced over and registered in the twin 

tubes. The compression is also registered. Therefore the energy of 

impact of work is represented by the product of the mean pressure by 

! the path. 

To have an}^ uniformit}' of readings the blast reading must be the 
same for the same position and blast when measured b}^ diiferent sized 
blast meters, and for this reason the work done in compressing the 
air between water surface and external opening must also be deter- 
mined and added to the work done in reservoir in order to get true 
readings. 

In preparing for the tests on April 13, I had one of the reservoirs, 
No. 2 instrument, reduced to half the volume of the other. The com- 
pression readings for No. 2 within the readings of the instrument must 
therefore be doubled to get the approximate true compression. The 
glass meter has a different reservoir capacit}" and also a smaller tube 
opening to outer air. The results were in all cases practically uniform. 

There were slight discrepancies in the readings of No. 1 and No. 2 
at the same position, due to a small escape at top of one twin tube in 
No. 1, which caused it to read slightly less than the true value. This 
will be avoided in future instruments by the substitution of solid 
metal tubes with thick glass window on one tube for reading scale. A 
detachable elbow, to be screwed to the top of blast tube to receive 
blast in any direction, will also be added. 

The results expressing the work done per square foot of tube open- 
ing were as follows: 

Salvo 1, ^ mortars. — No. 1 instrument, placed at intersection of the 
main and cross galleries. Reading: 91.1 foot-pounds per square foot. 

No. 2 instrument, placed in rear of concrete interior slope, at left 
rear corner. Reading: 86.71 foot-pounds per square foot. 

Glass instrument same position as instrument No. 1. Reading: 87.5 
foot-pounds per square foot. A rarefaction of 7 pounds per square 
foot was also noted. This was probably due entirely to reaction. 

Salvo ^, 4 iiiortars. — No. 1 instrument placed on right side of pit in 
prolongation of the line of the two rear mortars, about 6 feet distant 
from edge of the concrete. Reading: 88.19 foot-pounds per square 
foot. 

No. 2 instrument same position as No. 1. Reading: 109.3 foot- 
pounds per square foot. Average for 2 instruments, 98. 7 foot-pounds. 

Glass instrument located in cross passage 6 feet from opposite pit. 
Reading: 50.3 foot-pounds per square foot. A rarefaction of 3 pounds 
per square foot was observed, due probably to reaction. 

^ Salvo 3, 2 mortars.— 1^0. 1 instrument placed in rear left corner of 
pit.^ Reading: 69.8 foot-pounds per square foot. 

No. 2 instrument placed in front of pit about 10 feet from edge of 
concrete. Reading: 61.7 foot-pounds per square foot. 

Glass instrument located with instrument No. 2 in front of pit. 
Instrument broke, due to small pebble striking it. 



374:2 EEPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Salvo ^, ^ mortars. — No. 1 instrument placed in front of pit, about 
15 feet from edge of concrete. Reading: 50.24 foot-pounds per square 
foot. 

Instrument No. 2 in same position as No. 1. Reading: 57.7 foot- 
pounds per square foot. Average, 53.47. 

The determination of blast results are shown in detail in table on 
sheet C. 

It will be seen that the results show great unif ormit}', and represent \ 
approximately the energ}^ of impact per unit surface at the positions 
taken. During the firing small canvas frames with broad bases were 
placed in the cross passages and main passages. These were at all 
times broken, due to blast. Capt. G. P. Howell, Corps of Engineers, j 
had 6 aneroid barometers fitted with tell-tale pens, variously distrib- 1 
uted around the pit during the firing. These barometers registered 
increased pressures of firing from zero to 1^ pounds per square inch. 
It is thought that the reading might vary greatly, depending upon the 
mass of the needle and the frictional resistance of the pivot. It should 
be remarked that the glass meters which were used in the first and 
second salvos registered a small decrease of pressure, at the same time \ 
registering a large increase of pressure, showing that practically for 
all positions an increase of pressure measures the blast effect. The 
effects of the blast do sometimes indicate a pull or motion toward the 
mortars or guns which would at first indicate a vacuum, but this can 
be explained by the fact that it is the reaction in such cases that does 
the damage and not the first blow. 

B}^ the use of these instruments relative blast effects and curves of 
equal effect may be found and the information utilized in determining 
the strength of materials, doors, windows, etc., as well as effect on 
personnel in adjacent emplacements. The latter information is neces- 
sar}^ to determine the distance between gun centers and their limiting 
angles of fire. 

Referring to Sheet C, table of blast results, the following further 
considerations are important: 

In the last column of the table the work done, or energy of hnpact, 
for the first salvo is given as 90.9 foot-pounds per square foot. As 
the tube for the blast meter was in the vertical position, this would 
strictly be the vertical component of the blast effect. To obtain the 
horizontal or other component, the tube should be provided with an 
elbow which can be given the proper direction. 

Considering, however, the vertical component, or in other words, the 
effect on a horizontal surface for the location taken, it is important to 
make a proper interpretation of the result. Energy or work repre- 
sented .by 90.9 foot-pounds per square foot means that a surface 1 
foot square and having a resistance of 90.9 pounds would be moved 
1 foot. This should be the case if there were no other resistance, but 
it must be remembered that the back resistance of the air is 2,122 
pounds per square foot, so that the whole resistence is 90.9+2,122= 
2,212.9 pounds. Consequently the distance it would move may be 
represented by X in the equation 90.9Xl = 2,212.9xX, or X=. 04107 
foot=.4923 inch=i inch, approximately. Hence the energy of blast 
for this location and salvo would be sufficient to move 90.9 pounds, 
representing 1 square foot impact surface, against the back air resis- 
tance one-half inch, which is a reasonable displacement and seems to 
agree with observation. 



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i4.7 


64-7 


Glass. 


pi 


fSro/re/i 


due. to 


fragms 


nt.3.J 
















No /. S 


22 


2122 


2133. 


/.09 


2/^ 


2-*2 


.020 2 


43.08 


■fsoe 


.30.24 


\s... 


A^o.2. a 


22^2 


... 


21*4. 


/.09 


y9 


.2^2 


O202 


-*3.3I 


43.^1 


37 7 


. 


+ ^5£co/v^) » 4 
XThird " 2 

TL ffatio of area, of externa/ opem'nq of tube to ar&a of )vaisr surface in letrgis tube - ^y 

Ty^BLE or BlA^T RE3ULT6 A3 INDICATED BY BLAST METERS 

DURING FIRING, OF 

P/T D, Battery Caprqn, Ft Moultrie:, ^S. C.^Afe/L 13, 1904 
To AccoMPAHY My ffefORT of April ZZ, I90-^. 

Captain, Ccrps of £nef'r 


eerj. 



I ■"ETERS CO. PHOTO-1 



Bng 58 3 



L 



r/?o 



a 



3LAS1 



TY. 



A/etv York, 



\\A 



a 



APPENDIX A A A— TECHNICAL DETAILS. 3743 

In the same way the other values in the last column ma}^ be reduced 
to practical significance b}^ multiplying by , | .09 ^ which will be the 

actual displacement (disregarding friction) for the weight g, and 
impact surface of 1 square foot. 

Very respectfully, j^our obedient servant, 

Edward. H. Schulz, 
Cajyta in , Corps of Eng ineers. 
Brig. Gen. A. Mackenzie, 

Chief of Engineers^ TJ. S. A. 



RIVER AXD HARBOR WORKS. 
AAA 17. 

OBSERVATIONS UPON STEAMSHIPS UNDER ^VAY, MADE IN CONNECTION 
WITH IMPROVEMENT OF CHANNELS IN NEW YORK HARBOR. 

[Report of Mr. Henry N. Babcock, assistant engineer, to Lieut. Col. W. L. Marshall, Corps of Engineers, 

ofl&cer in charge.] 

New York City, July H, 190^. 

Colonel: I have the honor to submit herewith a record of observa- 
tions upon the actual draft of large steamships when under wa}^ as 
compared with their draft at their piers, made in connection with the 
improvement of channels in New York Harbor, together with some 
inferences drawn from the results. 

The connection with the harbor improvements appears in this way: 
Notices have been sent to this office, not infrequently, that steamships 
have touched bottom in the channels where their draft was less than 
the presumed channel depth, 30 feet at mean low water. The locali- 
ties have always been examined; in some cases small shoals have been 
found, but generally the soundings have shown a full depth of 30 feet 
or over. Several of the reports state that the ship touched bottom, 
slowed up slightly, and passed over, without the occurrence being 
noticed on the decks, though more or less plain in the engine room, 
and that no damage was sustained. The occasions were as often in 
clear daylight and still weather as under other conditions, and it was 
hardly possible to assume enough carelessness or bad faith to account 
for them. Preliminary examinations with the small steamers under 
control of this office showed that there existed a noticeable increase of 
draft due to motion, especially in shallow water, therefore it was 
decided to make actual instrumental observations on the large steam- 
ships and determine, as closely as might be, how they are affected ; 
for if the channels 30 feet deep are not available for vessels drawing 
nearly, but less than 30 feet, it is important to know it. 

METHODS OF OBSERVATIONS. 

The simplest method is to set up a level instrument on shore, to 
attach gauge rods at the bow and stern of the steamer, and take one 
reading while she is at rest in front of the level and another as she 
steams past under full speed. This was done with the engineer steam- 



3744 REPOKT OF THE CHIEF OF ENGIl^EERS, U. S. ARMY. 

ers, but the large ocean ships could not be expected to afford oppor- 
tunities for such observations. For the latter ships a white mark was 
painted on the bow and stern at a known draft, general^ about 38 feet 
above the keel. Transits were stationed at certain fixed points, and as 
the ship passed, the horizontal cross hair was clamped at the white 
mark. A few seconds later, and as soon as the water was quiet, a 
small boat followed in the ship's wake, carrying a gauge board with 
zero set at the water level. The reading of the cross hair on the 
gauge deducted from the height of the white mark gave the draft of 
the ship in motion below the plane of the undisturbed water; the draft 
at rest was read just before the ship left the pier. 

Three observation stations were used: One at Fort Wadsworth, 
where the channel is 80 feet deep or more; one on the West Bank 
light-house, where the channel is from 31 to 32.5 feet deep; one at the 
point of Sand}^ Hook, where on a line about northwest from the sta- 
tion the depths in the usual channel range from 31 to 34.5 feet. The 
last two are the only points along the shallower parts of the channel 
where the steamships pass within a mile of a possible instrument 
station. 

At Wadsworth and Sandy Hook the method was varied b}^ using a 
level instrument at a known height above the water and reading 
direct!}^ on the draft marks of certain ships, which marks were 
extended above ordinar}^ drafts for this purpose. This could not be 
done at West Bank, because the lowest possible instrument station was 
too high to read any marks which could be placed upon the stern of 
the ships. 

An attempt was made also to use vertical angles read to the marks on 
the ships, determining the distance out by cut-off angles from another 
station. The nearest point to the West Bank light-house where such 
cut-oft' angles could be read is so far distant that a clear air is neces- 
sary in order to see signals and read intersecting angles at the same 
instant. On the first trial a slight fog interfered with the work and 
the plan was dropped for the time. 

LIMITS OF ACCURACY. 

The chief source of error is in reading the gauge on the small steamer 
(about 100 feet long) which follows up the ships on days when the 
water is not still. This has been eliminated, as far as may be, by con- 
fining observations to days Avhen the sea is comparatively smooth, 
with a swell not exceeding 3 feet; then the gauge can be read with a 
probable error of less than 6 inches. On several da3^s the sea has been 
calm and this error is reduced to less than 2 inches at the lower 
stations. At Fort Wadsworth, farther up the harbor, it is always 
more quiet. This source of error is avoided where a direct reading 
from a level instrument can be had upon the gauge marks on the ships. 

An occasional liability to error arises from the difficulty in follo^v- 
ing up the exact course of a ship when that course is changing or 
when other vessels are in the channel. Thirty feet out of the exact 
course would presumably be a maximum deviation, and at West Bank 
light-house, where the observer is from 10 to 20 feet above the level 
of the mark observed, and where the distance to the ship's course is 
from 1,300 to 2,400 feet, this might introduce an error of 0.5 foot. 

With the level instrument the errors due to inaccuracy of reading 



APPENDIX A A A TECHNICAL DETAILS. 



3745 



the marks on the ships and to curvature of the earth are together 
probably less than 0.3 foot. 

The water in the bay is more salt than that at the piers, the diifer- 
ence var3dng with the state of the tide and of river freshets. In sum- 
mer, when the river is low, it would lessen the draft in the bay by 
from 1 to 3 inches, and has not been considered in the results. 

RECORD OF OBSERVATIONS. 

Of Fort Wadsworth. — Ships follow a deep channel, with depths from 80 to 100 feet. 

Off West Bank light-house. — Channel depths are from 31.1 to 32.5 feet; deep ships 
generally run west of the center line, where the depth is nearly 32 feet. 

Off Sandy IIool: — Readings were taken as the ships crossed a line nearly due 
northwest from the point of the Hook, that being the shallowest channel section; 
on this line close to the Hook depths are over 40 feet, but on and north of the center 
channel range (the usual sailing course) they vary betw:een 31 and 34.5 feet. 





Name. 


Draft at 


pier. 


Change of draft at— 


Average .speed 
(miles) per hour. 


Date. 


Fort 
Wads- 
worth. 


West 
Bank. 


Sandy 
Hook. 


Wads- 
worth 
to West 
Bank. 


West 
Bank to 
Sandy- 
Hook. 


1904. 
May 7 

:Mciy 7 


Vaderland 


Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward — 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward.... 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward.... 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 


25.6 

26.1 

28.0 

28.0 

28.0 

28.7 

23.8 

24.8 

30.0 

30.3 

23.3 

23.3 

29.6 

29.6 

28.5 

28.9 

23.7 

25.7 

24.8 

26.4 

26.7 

27.5 

29.5 

29.6 

22.8 

26.6 

28.4 

28.9 

24.3 

25.2 

25.2 

25.6 

22.2 

24.7 

29.5 

29.5 

26.2 

27.2 

25.7 

26.2 

28.4 

28.7 

.24. 


+0.6 
-0.3 
+0.5 
+1.0 
+1.5 
+0.8 

"+0.3 
+1.3 
-0.1 
+0.6 
+1.4 
+1.1 
+1.9 
+1.6 
+1.4 
+0.7 
+1.4 
+0.6 
+1.7 
+ 1.1 
+1.0 
+1.6 






16.2 




Minnetonka . 


+3.4 
-2.0 
+2.9 




. 




13.8 








May U 


St. Paul 




14.4 


17.4 






+3.2 
-0.3 
+0.5 
-0.7 
+4.0 
+2.3 
+2.7 
+0.6 
+2.3 
-1.5 
+4.4 


+2.5 

■"+2:7' 




May 14 


14.4 


15.8 








May 17 Kai.ser Wilhelm TT . 


16.9 






Rotterdam 




May 17 




19.2 






Cedric 




May 18 




11.1 







Philadelphia . 




May 21 




19.2 






Patricia 




May 21 




11.1 




Zeeland 


+2.0 
+3.7 
+2.9 
+1.9 
+3.0 
+2.0 
+1.0 






May 21 




16.0 






Minneapolis 




May 21 




16.9 






Campania & . 




May 21 




20.6 






Mesaba 




May 28 


+0.5 
+1.9 
+2.9 
+3.4 
+1.2 
+1.5 


13.7 


16.6 




St. Louis. . . 




May 28 


+i.6 
+1.1 

+1.8 
+1.6 
+0.7 
-1.2 
+1.0 
+0.6 




i5.6 


16 2 




Finland 




May 28 


15.2 


15 1 




Germanic 




June 4 


ii.T 


19 3 




Pretoria 

Lucania 





+2.0 
+1.5 
+1.1 




June 4 


11.5 


14.5 


June 4 




13. i 


23.2 




Minnetonka 


+0.8 
+0.8 
+0.8 
+0.1 
-0.2 
+ 1.2 
+0.7 
+0.6 
+0.8 
+1.0 
+1.4 
+0.2 
+0.2 




"+i.'i' 

+0.8 
+2.0 
+.3.0 


+2.9 
+0.8 
+2.1 
+1.1 
+1.5 




June 4 


12.5 


18 4 




Vaderland 




June 4 


13.7 


18 4 




St. Paul c 




June 11 


4.2 






Kroonland 

Philadelphia 

Zeeland 




June 11 




15.2 






Aft 

Forward 

Aft 

Forward 

Aft 


26. 

28.3 

28.5 

27.8 

28.3 




June 18 


+2.8 
+3.6 
+1.8 
+1.6 




20.5 








June 18 




18.2 




:::::::::: 





a At West Bank reversed to avoid tow; estimated speed in passing, 4. 
b At West Bank nearly stopped in passing K. Albert; estimated speed, 8. 
c Very slow and waiting for a rise of tide before crossing the bar. 



ENG 1904- 



-285 



3746 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 





Name. 


Draft at 


pier. 


Change of draft at— 


Average speed 
(miles) per hour. 


Date. 


Fort 
Wads- 
worth. 


West • 
Bank. 


Sandy 
Hook. 


Wads- 
worth 
to West 
Bank. 


West 

Bank to 

Sandy 

Hook- 


1904. 
June 25 


Mesaba . 


Forward.... 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 

Aft 

Forward 


19.7 

26.4 

28.1 

28.3 

18.5 

21.0 

24.6 

25.8 

27.9 

27.8 

26.0 


"■-o.'-i" 

+0.7 
+1.2 

"+6."4' 
-1-0.2 
+0.2 


-M.7 
-M.4 

"+2."8" 
+2.2 
+2.9 
+2.0 
+3.4 


+1.0 
+0.7 
+1.7 
+2.7 
+0.6 
+1.1 
+1.5 
+2.4 


14.4 

ie.'g" 


15 8 


June 25 


St. Louis. . 


155 




Prince Adelbert 




June 25 


14.4 


16.6 


June 25 


18.0 


14 5 








June 25 


14.4 


15 7 




Patricia 


+1.2 

'"+6.'7" 
+0.5 
+0.1 
+0.6 
+0.6 
+0.6 
+0.6 
+0.7 


" + i.'5" 
+1.0 
+2.4 
+3.6 
+1.4 
+3.0 
+2.4 
+2.6 
+3.2 
+4.0 


+1.7 





Julv 2 


13.3 






Minnetonka 


Aft 

Forward 

Aft 

Forward 

Aft 

Forward 


27.5 

27.0 

27.2 

24.8 

25.3 

29.1 




July 2 




16.6 






Germanic 




Julv 2 





17.2 






Lucania 

Vaderland a 




Julv 2 




17.9 






Aft 

Forward 

Aft 


29.5 

25.8 

28.0 




Julv 2 




16.9 

















a Rough sea; readings not accurate. ^ 

The results above given are exactly as observed. 

The hollow under the ship's stern, when in motion, offers a simple 
explanation of why she should "squat" aft; it is not so apparent why 
she should squat forward, but a summar}^ of the results in the follow- 
ing form show^s that it is almost uniformly the case. 

[+ Indicates a squat or settling below the draft at the pier: — indicates a rise or lifting. J 





Forward. 


M, 




Num- 
ber of 

ob- 
serva- 
tions. 


Average 

change 

of draft 

( + ). 


Num- 
ber of 

ob- 
serva- 
tions. 


Average 
change 
of draft 


Num- 
ber of 

ob- 
serva- 
tions. 


Average 
change 
of draft 

( + )• 


1 Num- 
ber of 

ob- 
serva- 
tions. 


Average 
change 
of draft 


Fort Wadsworth 


26 
15 
12 


0.90 
2.03 
1.45 


1 
4 



0.10 
1.12 


28 
23 
17 


0.89 
2.64 
2.08 


3 




0.30 


West Bank 




Sandv Hook 










Total 3 stations 


53 


1.35 


5 


.92 


68 


1.78 


3 


.30 



This is corroborated by observations upon the engineer steamers of 
this district. The following notes were made on July 11, in Grave- 
send Bay over a course w^here the water was from 11 to 12 feet deep, 
in still weather and wdth all conditions favorable for close accuracv: 





Approxi- 
mate 
draft at 
rest. 


Change of draft when at full 
speed. 


Estimated 




First 
trial. 


Second 
trial. 


Third 
trial. 


speed. 


Manisees: 


6.0 
8.0 

6.0 

7.8 


+0.85 
+ 1.45 

+ .80 
+ .80 


+0.55 
+1.35 

+1.00 
+1.00 


+0.65 
+1.30 


Miles. 
10-12 


Aft 




Engineer: 


10-11 


Aft 













APPENDIX A A A TECHNICAL DETAILS. 3747 

It appears that the squatting is greater in shoal water than in deep. 
At West Bank it is greater than at Sandy Hook, and at either point 
greater than off* Fort Wadsworth. It increases with the speed, and, 
not improbabl}^, may vary with the lines of a ship's hull. In the 
majority of cases the squat aft is greater than forward, and this is 
especially true in shoal water and at high speed. 

The maximum observed "squat" aft is 4.4 feet, occurring in case of 
a large ship, 560 feet long, traveling at rather high speed in shoal 
water, with her keel about a foot above bottom and in a calm sea. 

The maximum observed settling down of the bow is 3.7 feet, due to 
a large ship, 580 feet long, running at moderate speed in shoal water, 
with her keel at the bow about 6 feet above bottom and in a calm sea. 

These maxima are so little in excess of other records that they can 
not be disregarded. They are probably correct and, within moderate 
limits, perhaps 0.3 foot, accurate, and it seems fairly well shown that 
in extreme cases large ships under way in shoal water may require at 
least 4i feet more depth in the channel than their draft at the pier 
indicates. 

Care has been taken to avoid the possible changes of draft which 
would occur if the water ballast were shifted before passing the lowest 
station at Sandy Hook. 

Acknowledgment is due the agents and officials of the several steam- 
ship lines for their interested assistance and cooperation, without which 
the observations would have been attended with considerably greater 
difficulty. In every case, without exception, it has been necessary only 
to explain the nature of the work in order to obtain every facility for 
carrying it on and such help as could be rendered. The active interest 
displayed b}^ the survey party under Mr. Glen E. Balch, junior engi- 
neer, has also been of the greatest value. 

It is proposed to continue these observations from time to time, 
whenever the party can be detached from other work without undue 
expense and inconvenience. 

DEDUCTIONS FROM OBSERVATIONS. 

While the records are not sufficientlj^ complete and extended to afford 
basis for ver}^ exact deductions, it is hard to resist the temptation to 
see what inference may be drawn from the information in hand. 
^ Perhaps the most important inference would be in relation to the 
liability of a ship's touching bottom by reason of her "squat." As 
might be expected, the data show that the amount of squat is some 
kind of a direct function of the speed, and of an inverse function of 
the depth of water below the keel. 

Arranging the data obtained in order of the depths below the keel, 
we have the following table, in which the limits of depth are deter- 
mined from soundings across the channel on the line of observation, 
and the estimated depth is that on the course usually taken by large 
ships (though the actual depth in an}^ particular case may be anywhere 
between the limits) in which the speed is the average speed while the 
ship is passing between different stations, and to which is added the 
height of waves at the time of observation, as well as the condition of 
the tide upon which the depths depend. 



3 7 'J: 8 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

[R=rising; F=falling; St=Stand.] 



Date. 



1904. 
Mav 21 
June 25 
May 17 
May 28 
May 14 
June 25 
June 11 
May 18 
June 11 
July 2 
July 2 
May 7 
May 7 
June 25 
Mav 21 
July 2 
June 4 
June 25 
May 21 
May 28 
May 28 
June 18 
July 2 
May 14 
May 21 
July 2 
June 25 
June 4 
June 18 
June 4 
May 17 
June 4 
June 4 



Tide. 



2.2R. 

.2r. 
4. OR. 

.5F. 

2. OF. 

- .3F. 
.4F. 

3. OR. 
.3 St. 

3.8R. 

4. OR. 

3. OR. 

2. OR. 
.6F. 

3.4R. 
3.8R. 

4. 3 St. 
1.2R. 
3.4R. 
1.2F. 

- .2F. 
5.3R. 
3.3R. 

.8F. 

3. OR. 
3.8R. 
O.OF. 
4. 3 St. 
5.3F. 
3.9R. 
4.0 F 
4. 3 St. 
4.2R. 



Name. 



Philadelphia 

St. Louis 

Kaiser Wilhelm IT 

St. Louis 

St. Paul 

Finland 

St. Paul 

Cedric 

Kroonland 

Lucania 

Vaderland 

Minnetonka 

Vaderland 

Mesaba 

Minneapolis 

Minnetonka 

Lucania 

! Etruria 

I Zeeland 

Mesaba 

I Finland 

Philadelphia 

I Patricia 

Kroonland 

Patricia 

Germanic 

Prince Adelbert... 

Minnetonka 

Zeeland 

Germanic 

Rotterdam 

Vaderland 

Pretoria 



Maxi- 
mum 
observed 
draft. 



31.1 
34.3 
32.3 
31.9 
29.2 
29.5 
3L9 
29.0 
32.1 
32.0 
30.9 
29.5 
27.8 
30.5 
30.8 
32.4 
29.3 
29.3 
28.5 
26.7 
32.1 
28.5 
27.5 
27.7 
28.3 
23.9 
29.3 
29.9 
27.6 
26.0 
27.8 
25.8 



Depth under keel. 



Limits of. 



0.0- 1.4 

. 2- 1. 6 

.8-2.2 

- . 8- 2. 7 

1.2- 2.6 

1. 6- 3. 

2.0- 3.4 
2. 2- 3. 6 

2.4- 3.8 
2.8-4.2 

3. 1- 4. 5 

3. 2- 4. 6 
3. 6- 5. 
3. 9- 5. 3 

4. 0- 5. 4 

4. 1- 5. 5 
2. 9- 6. 4 
2. 9- 6. 4 

5.2- 6.6 

3.5- 7.2 

4. 1- 7. 6 

4.2- 7.7 
5.9-7.3 

4. 3- 7. 8 
6. 4- 7. 8 

6. 6- 8. 
7. 2- 8. 6 
6. 0- 9. 5 

6.4- 9.9 
7. 3-10. 8 
9. 1-10. 5 
7. 5-11. 
9. 4-] 2. 9 



Esti- 
mated. 



Speed 

per 

hour. 



Squat. 



Height 

of 
waves. 



0.9 
1.1 
1.7 
1.7 
2.1 
2.5 
2.9 
3.1 
3.3 
3.7 
4.0 
4.1 
4.5 
4.8 
4.9 
5.0 
5.4 
5.4 
6.1 
6.2 
6.6 
6.7 
6.8 
6.8 
7.3 
7.5 
8.1 
8.5 



10.0 
10.0 
11.9 



Miles. 
19.2 
16.9 
16.9 
16.2 
17.4 
18.0 
4.2 
11.1 
15.2 
17.9 
16.9 
13.8 
16.2 
14.4 
16.9 
16.6 
23.2 
15.7 
16.0 
16.6 
15.2 
20.5 
13.3 
14.4 

n.i 

17.2 
14.4 
18.4 
18.2 
19.3 
19.2 
18.4 
14.5 



Feet. 
4.4 
2.8 
4.0 
3.4 
3.2 
3.4 
.8 
2.3 
3.0 
2.6 
4.0 
2.9 
3.4 
1.7 
3.0 
3.6 
2.9 
1.7 
2.9 
1.9 
L5 
3.6 
L5 
2.7 
2.0 
3.0 
2.9 
2.1 
L6 
2.0 
2.7 
1.5 
1.1 



Feet. 
0.5 
0.0 
1.5 
1.0 

.5 
0.0 
2.5 
1.5 
2.5 
2.0 
3.0 
2.5 
1.0 
0.0 
1.0 
3.0 
1.0 

.5 
1.0 
1.0 
1.0 
2.0 
2.5 
1.0 

.5 
2.0 
0.0 
1.0 
2.0 
1.0 
1.5 
1.0 
1.0 



From this table the ratios existing between the speed and the amount 
of squat, for different depths of water below the keel, may be examined. 



Depths below keel, 
in feet. 


Ratio = miles 


per hour divided by squat, 


in feet. 


Average 
ratio. 


Oto 1 


4.4 


4.4 


Ito 2 


6.0-4.2-4.8 . . . 


5.0 


2 to 3 


5.4-5.3-5.2 


5.3 


3 to 4 


4.8-5.1-6.9 


5 6 


4 to 5 


4.2-4.8-4.8-8.5-5.6 


5.6 


5 to 6 


4.6-8.0-9.2 ... 


7.3 


6 to 7 


5 5-8 7-10 1-5 7-8 9-5 3 


7 4 


7 to 8 


5.5-5.7 


5.6 


8 to 9 


5 0-8.8-11.4 


8 4 


9 to 10 


9.6 


9.6 


10 to 11 


7.1-12.3 


9.7 


11 to 12 


18.2 


13.2 









These averages show a nearly uninterrupted increase in the ratio 
between the speed and the squat as the depth under the keel increases, 
and the irregularities in the individual ratios are not surprising, con- 
sidering the limited number of observations and the conditions, as yet 
unknown, which may have affected them. Indeed, for the lesser depths 
under the keel, from 1 to 3 feet, the ratio may be assumed as constant, 
at about 5. 

In so far as this is accurate, and it appears to be nearl}^ so, it affords 
a general gauge for the speed at which a ship may run without prob- 
abilit}^ of touching the bottom. In New York Harbor the present 
channel depth is 30 feet at mean low water. A ship loaded to 29. 5 draft 



APPENDIX A A A TECHNICAL DETAILS. 3749 

at the pier, and due to cross the bar when the tide in 2 feet up, ina}^ 
safel}^ squat 2.5 feet, which corresponds to a speed of 12^ miles per 
hour. As the channel generall}" is slightly deeper than the project 
calls for, she may run at somewhat greater speed, but will be taking- 
chances of touching. 

Last winter three cases were reported of ships touching bottom, all 
in Bayside channel. The bottom of Bayside channel is hard sand and 
a lighter touch would be felt than in Main Ship channel, where the 
bottom is ordinarily soft. An examination of the channel made since 
shows no depths less than 30.3 feet, and none along the course usually 
followed less than 31 feet. 

On December 5 the Philadelphia^ drawing 29.4 feet, passed through 
Ba3^sido channel and touched bottom at 3.40 p. m. The tide was rising 
and is about twenty minutes earlier at Bayside channel than at Fort 
Hamilton. At 4 p. m. at Fort Hamilton the tide was 0.0 (low water 
had been —1.06), which would give a channel depth of 30 feet; the 
probable channel depth at that point is about 1 foot in excess of the 
projected depth, and would permit of a squat of 1.6 feet, corresponding 
to a speed of 8 miles per hour. Her speed is generally much greater 
than this. 

March 9, 1904, the Oceanic^ outward bound, touched bottom lightly 
at 1.31 p. m. , about high water. High water at Fort Hamilton that day 
was 3.06, making the channel depth 33.1 feet. The ship was drawing 
30.5 feet when she left her pier at 12 o'clock noon. Allowing ten 
minutes for getting away from the pier and under way, she made the 
24 miles from the pier to buoy B 1, Bayside channel, at an average 
speed of 18 miles per hour. This would give a squat of 3.6 feet and 
make her draft at the bar 34.1 feet. 

March 30, 1904, the Oceanic, inward bound, draft 28.3 feet, touched 
bottom in Bayside channel at 12.40 o'clock p. m. Low w^ater was pre- 
dicted at 12.45 p. m., height— 1, and it was observed at Governors Island 
as about that height. This would make the 30-foot channel 29 feet 
deep. The channel in this locality is about a foot deeper than the proj- 
ect calls for, making an available depth of 30 feet at that stage of the 
tide, allowing a possible squat of 1.7 and speed of 8i miles before 
touching bottom. Her speed was probably greater than this. 

It is quite likely that many ships touch bottom without reporting it, 
and perhaps, where the bottom is quite soft, without the ships' officers 
knowing it. 

These observations have been confined to the larger trans-Atlantic 
steamships passing out of New York Harbor by the channels made 30 
feet deep at mean low water. The smallest ship upon which the observa- 
tions were made is 403 feet long, and all but five of them are over 550 
feet in length. It may be expected, however, that results of the same 
kind, perhaps different in degree, would be found in cases of other 
steamships in other waters. 

Very respectfully, your obedient servant, 

Henry N. Babcock, 

Assistant Engineer, 

Lieut. Col. W. L. Marshall, 

Corps of Engineers, 



8750 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



A A A i8. 

LOCK AND DAM CONSTRUCTION ON THE UPPER WHITE RIVER, 

ARKANSAS. 

[Oflticerin charge, Maj. Graham D. Fitch, Corp of Engineers.] 
GENERAL CHARACTERISTICS. 

White Kiver rises in the Ozark Mountains, in the extreme north- 
western part of. Arkansas. From its source it flows first north and 
then northeast into the State of Missouri, where it turns first to the 
east and then to the southeast, reentering Arkansas about 42 miles 
east of where it left the State; thence it flows in an easterl}^ direction 
for about 30 miles, when it turns to the southeast and maintains that 
general direction for 191 miles to Newport; thence it flows in a south- 
erly direction for 250 miles, joining the Arkansas River about 8 miles 
from the Mississippi River. Its total length from its source to the 
Mississippi is« approximately 690 miles. The principal tributaries of 
the upper White River are Main Fork and King River in northwest 
Arkansas, James Fork and Roark Creek in Missouri, Crooked Creek, 
Buffalo Fork, and North Fork in north central Arkansas. These are 
all mountain streams. At Jacksonport, 6 miles above Newport, Black 
River, which is really the larger stream of the two, joins the White 
River. Below this junction the nature of White River changes; it 
has emerged from the hills and entered the Mississippi bottoms, its 
slope decreases, and its course becomes more winding. It receives 
two more important tributaries — namely. Little Red River from the 
west, 183 miles from the mouth, and Cache River from the east, 101 
miles from the mouth. Cache, Little Red, Black, and Buffalo Fork 
are navigable; the other tributaries are only used occasionally during 
freshets to bring down cedar rafts and railroad ties. 

That portion of White River above the mouth of Black River, which 
is usually referred to as upper White River, is in general a moun- 
tain stream. It really enters the lowlands at Salado Creek, 292 miles 
from the Mississippi River and 27 miles above the mouth of Black 
River. Its drainage area to the mouth of this creek is approxi- 
mately 10,900 square miles. The rainfall in the upper White River 
Valley is stated to be 40.5 inches; 7.5 inches have been known to fall 
on the headwaters in twelve hours. 

Few discharge observations have been taken in the upper White 
River. From such data as are available it is assumed that extreme 
low water at Bates ville is 1,250 cubic feet a second and at Buffalo 
Fork about 800 cubic feet a second. The maximum flow in this sec- 
tion has been estimated at 260,000 cubic feet a second, with a mean 
high-water velocity of 6.25 miles per hour. It is probable that some 
freshets give higher velocities than this. Ordinary average low- water 
flow will not vary much from 1,500 cubic feet a second. 

As to the slope of the river above Forsythe, Mo. (505 miles from 
the Mississippi and 203 miles above Bates ville), nothing is known. 
From Forsythe to Buffalo City, just below Buffalo shoals, 114 miles, 
the average slope is 2.33 feet per mile; from Buffalo City to Bates- 
ville, 89 miles, the average slope is 1.64 feet per mile; from Batesville 
to Black River, 38 miles, the slope is 0.98 foot per mile; from Black 



APPENDIX A A A TECHNICAL DETAILS. 3751 

River to the Mississippi, 264 miles, the slope is only a trifle over 0.3 
foot per mile. 

From about the Missouri State line to the vicinity of Round Bot- 
tom, 38 miles above Batesville, the river valley is narrow, averaging 
one-half mile in width, and the differem^e in elevation between high 
and low water is nearly 45 feet. Thence downstream the valleys 
widen and the range between high and low water gradually dimin- 
ishes, being 36 feet at Batesville and 33 feet at the mouth of Black 
River. Freshets occur at any time, depending upon the rainfall, but 
the high-water season may be said to extend from the middle of Decem- 
ber to the middle of J une, the highest stages usually occurring in 
May. As a rule freshets run out in a very few days, and the river is 
seldom above medium stage as long as ten days. During rainy periods 
freshets follow one another in quick succession, the valleys in the 
hydrographs falling to 4 or 5 feet above low water between each crest. 
The ordinary freshets of 18 to 22 feet height occur two or three times 
a year. The very high freshets of 30 to 40 feet occur at intervals of 
live or six years. 

Between Batesville and Buffalo shoals, 89 miles, the ordinary low- 
water width averages about 600 feet, varying considerably, however, 
as in many instances it does not exceed 175 to 200 feet, while in the 
pools it is 700 to 800 feet. 

Upper White River is not a silt-bearing stream. Its banks are gener- 
ally stable and composed of a heavy clayey, gravelly soil. The banks 
from a few miles above Batesville to about 26 miles below form an 
exception to this rule, however, as in this stretch, the river having 
shifted considerably from one side of the valley to the other, one of 
the banks is in reality a high gravel bar (average height 30 feet above 
low water) containing a considerable amount of sand. 

From the mouth of the river to the mouth of Black River, 264 miles, 
a less depth than 3 feet seldom occurs in the channel. Occasionally 
during very low waters depths of 2i feet are found. Between Black 
River and Batesville, 38 miles, 18 to 20 inches is the average depth 
over the shoals during ordinary low water, though these depths may 
decrease to 14 to 16 inches during periods of extreme low water. 
Above Batesville 10 inches is a common depth over the flat gravel 
shoals and may be taken as the ruling depth above that point. 

EARLY IMPROVEMENT. 

The first attempt to improve the upper White River was in 1879, 
when the improvement of Buffalo shoal by means of wing dams was 
undertaken. From this place as a starting point work was subse- 
quently extended a short way up the river to Summers shoal (405 miles 
from the Mississippi) and down the river to the mouth of Black River, 
contraction works at 36 different shoals in the 141 miles of river being 
eventually built, as well as a considerable amount of channel cleaning — 
i. e. , removal of bowlders, rock ledges, etc. , done. The project for open- 
river improvement contemplated obtaining a 2-foot channel depth at 
low water, but this depth was not obtained except in a few isolated 
cases. Several types of wing dams were tried. The first ones at Buf- 
falo shoals were rubble mounds covered with a la^^er of comparatively 
regular stones laid compactly by hand. Other wing dams were of 
gravel and stone and brush in alternate layers. Below Batesville the 



3752 REPOET OF THE CHIEF OF ENGHSTEERS, U. S. ARMY. 

type used was a 2-row pile dike with brush wattling. In the final 
work of 1896 a stone and pile dike was used. In this latter form of 
dike the piles were driven in a single row and a waling piece plac^ed at 
the crest height of the dam; rubble stone was then heaped up to that 
height, the top width of the heap being 4 feet and on the upstream 
side. The upstream slope was 1 on 2, and the downstream slope 
1 on 1. When the wing dams were built on gravel a mattress was 
used as a foundation. The width of the mattress was never less than 
40 feet, and it was so placed as to provide an apron 8 feet or more 
wide to catch the overfall over the wing dam. The paved rubble dams 
at Buffalo shoals were the best and stood well; the pile and stone dikes 
of 1896 were next in value, while the gravel and brush dikes were the 
poorest. 

PRESENT PROJECT. 

The contraction works were not successful, many of the shoals not 
having more than 10 or 12 inches of water over them during low 
water. As a result operations were confined to maintaining the works 
already built and eventuall}^ a project for the canalization of the river 
was adopted on the recommendation of the then district officer, who 
stated — 

In my opinion the river is "worthy of the proposed improvement, and * * * the 
same is justified by the commerce that will be developed. That portion of Arkansas 
bordering on upper White River is rich in manganese and zinc ore and marble, in 
addition to the lumber and agricultural interests, and has no outlet. 

This project, still in force, provides for slack- water navigation giv- 
ing 4-foot depth from Batesville to Buffalo shoals, a distance of 89 
miles, by means of ten fixed timber crib dams with concrete locks, hav- 
ing an average lift of 14.5 feet, at a total estimated cost of $1,600,000. 

Location. — A reall}" good location for the first lock and dam of the 
series was not to be had. The river valley at and below Batesville 
averages 1 mile in width from bluff to bluff, with bottom lands every- 
where on one or both sides of the river, so that no site was available 
where the banks at each end of the dam would be above overflow. 
Two localities only appeared worth considering as lock and dam sites. 
Both of these are in bends; both are where the river has less than its 
average width, and both are flanked in the bottoms near the hills by 
high-water cut-offs or swales subject to overflow as soon as the water 
should reach 5 feet above the crest of the dam. These two localities 
are respective^ 2.5 miles and 1 mile below Batesville. The lower site 
has two advantages over the upper one: First, the river is wider, which 
would have given a longer spillway; second, the swale around it is 
relatively longer, almost paralleling \he river instead of chording the 
bend as the upper swale does. Nevertheless the upper location, where 
theriver has 100 feet less than its average width, was selected * * * 
solely as a matter of econom}", there being, of course, less length of 
dam to construct and the foundation being a few feet nearer the surface. 

This locality once selected, the question arises. Should the lock have 
been placed on the concave or the convex side of the bend? There is 
always more drift on the concave side, but there is alwa^^s less shoaling, 
and a lock there is easier of access; hence the selection must be a com- 
promise, and should be determined in each case by local conditions. 
* * * Rock being nearer the surface on the concave side, that 



APPENDIX A A A TECHNICAL DETAILS. 3753 

side was selected as the cheaper place to build the lock, and the require- 
ments for a good location for the abutment disregarded. 

Lock No. 2 is located 7.8 miles above Batesville, in a straight reach, 
where there is ample spillway, but where the foundations are unusu- 
ally deep and the bed of the river is covered with large bowlders. No 
better location could be found, however, though two surveys were 
made for the purpose. 

The location selected for Lock No. 3 is at the foot of a bend 12.2 
miles above Lock No. 2, at the very head of the pool, that being the 
first good location as regards foundation to be had. 

Lock dimensions. — The locks are of concrete masonry, 175 feet long, 
between hollow quoins. The width of the lock chamber is 36 feet. 
The lift is 14 feet for Lock No. 1 and Lock No. 2 and 15 feet for Lock 
No. 3. The lower miter sill of Lock No. 1 was placed 5 feet below 
extreme low water, which was assumed to be 0.3 foot below low water 
of 1897, the lowest recorded; thus, if in the future any dredging between 
Batesville and Jacksonport be undertaken the water level in the open 
river below Lock No. 1 can be lowered to the extent of 1 foot without 
disturbing navigation. The depth on the upper miter sill of Lock No. 
1 and on the lower miter sill of Lock No. 2 is in each case 5 feet also, 
thus permitting pool No. 1 to be lowered 1 foot to repair the crest of 
the dam without interfering with lockages. The depth on the lower 
miter sill of Lock No. 3 is only 4 feet, but owing to this lock being- 
located at the extreme head of pool No. 2, the lowering of that pool 
can not diminish the depth on the sill. 

The guard of the lock walls is 10 feet. This figure was adopted 
empirical^ to conform with practice on Green I^iver, and not with 
the idea that the fall over the dam, when the lock walls are sub- 
merged, would necessarily be reduced thereby to any definite figure, 
such as 6 inches or 1 foot, for, as the periods of high water are of short 
duration on this river, it is not necessary that special effort be made to 
reduce the interval between the time the lock is drowned and the time 
boats can pass over the dam. During the high water of January, 1904, 
temporary gauges were, by my direction, erected near the head and 
tail bays, and the fall over the dam, when the lock walls are just sub- 
merged, w^as found to be 2.4 feet. 

Lock foundations. — The locks are all founded on sandstone bed rock. 
Crib cofferdams, though much more expensive than pile cofferdams 
owing to the greater amount of material required and the previous 
dredging necessary, were used because the foundation bed afforded no 
hold for piles; incidentally the further advantage resulted of permitting 
excavation closer to the dam. The cofferdam for Lock No. 1 was built 
and sunk in sections from 20 to 30 feet long, each section consisting of 
round oak logs 7 to 9 inches in diameter, driftbolted together with 
five-eighths inch round iron. The walls were tied together every 10 
feet by a transverse crib wall. Above the w^ater the cofferdam was a 
continuous crib. The inside faces of both walls were sheeted with 
boards driven to a good bearing with hand mauls, a single row of 1 inch 
boards being used for the outer wall and double lap 1-inch and 2-inch 
boards for the inner wall. The pens were filled with clay and the dam 
well banked on the outside; the puddle, which was taken from a bank 
near by, was loaded by a dipper dredge on a barge and placed in the 
dam with shovels. The inside width of the cofferdam was 10 feet 8 



3754 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

inches, and its length 462 feet; it wns built to a 9- foot stage and had 
an average height of 17 feet. The dam was six weeks building and 
the pit was pumped out in about eleven hours with one 10-inch centri- 
fugal pump. A 3i-inch pulsometer pump was used to keep seep water 
out of the pit. There was very little leakage except during rises, after 
which the dam always had to be repuddled, as much of the backing- 
was washed away by the swift current. 

The cofferdam for Lock No. 2 differed somewhat; it was not built 
with logs, but with sawed timbers which are much more easil}^ and 
quickl}^ handled, and almost as cheap. The timbers were 10 by 10 
inches by 20 feet. The upstream and downstream ends of the coffer- 
dam were built and sunk in place; the longitudinal part was built on 
barges in 80-foot sections 4 timbers high, then launched, towed to the 
site, and the building continued. Two by twelve inch planks were bat- 
tened over the openings of the outer wall during the building; after 
the crib was sunk, double-lap vertical sheeting of 1-inch boards was 
driven along the inner wall and spiked to the timbers as far down as 
the water would permit. At one of the upper corners of the pit a 
sump hole was located. At this place there was no berm, the material 
standing almost vertical, elsewhere a berm of 6 feet was left. 

In excavating for the foundations of both Lock No. 1 and Lock No. 
2, a li cubic 3^ard Bucyrus dipper dredge removed from the pit, before 
the cofferdam was closed, such material as it could handle, but owing 
to the large bowlders encountered most of the excavating was done by 
hand after the coffer had been pumped out, the material^clay, bowl- 
ders, and cemented gravel — being removed by wheelbarrows and der- 
rick skips. 

The lock-wall foundations of Lock No. 1 averaged 6 feet in depth 
below the lock floor, the maximum depth being 6 feet 5 inches, and of 
Lock No. 2 12 feet, with a maximum of 13 feet. In excavating for 
the land w^all of Lock No. 2, which is at the foot of a sliding bank, the 
excavation was made in sections about 20 feet in length and each sec- 
tion filled with concrete before excavating for the next section. 

As both the chamber and miter w^alls of Locks No. 1 and No. 2 are 
founded on bed rock, no water can penetrate into the chamber from 
below and no excavation was necessary below the elevation for the 
lock floor, which is the natural surface of the ground. 

Concrete plant. — The concrete plant was the same for Lock No. 1 
and Lock No. 2, though it was somewhat differently arranged in the two 
cases. The mixer was a 4-foot cubical box of one-half inch riveted 
steel securely fastened at diagonally opposite corners to a 3-inch steel 
shaft bored for about half its length with a 1-inch hole for the admis- 
sion of water; near one corner was a 15 b}^ 20 inch hinged door for the 
insertion of the dry materials. The mixer was operated by a center- 
crank engine w^ith 6 by 7 inch cylinder and was located in each case 
on the bank approximately opposite the center of the lock. For Lock 
No. 2 the arrangements were as follows: About 40 feet from the mixer 
on the downstream side was a bin 14 feet high, 16 feet wide, and 100 
feet long w4th two 50-foot compartments, one for stone and one for 
gravel. A trestle incline 200 feet long led from the top of the bin to 
the river, where the gravel received from barges was hauled in side- 
dump cars of 2i cubic yards capacity to the top of the gravel bin by 
a double-cylinder, single-drum hoisting engine on the bin. The total 



APPENDIX A A A TECHNICAL DETAILS. 3755 

length of track on trestle and bin was 310 feet, of which 128 feet at 
the lower end was double track. An elevated roadway on the land 
side of the stone bin enabled the stone to be shoveled from the wagons 
directly into the bin, and an extension of this roadwa}^ toward the 
mixer allowed the sand to be unloaded within a few feet of the sand- 
hopper platform at the upstream end of the bin. A track was laid 
beneath the bin and the hopper platform and then up an incline tres- 
tle 48 feet long to the top of the mixer, the total length of the track 
being 167 feet. The required amount of stone or gravel having been 
fed through steel doors into a bottom-dump car, it was shoved beneath 
the hopper for the sand and cement and then pulled up the incline to 
the mixer by a single-cylinder, single-drum hoisting engine located 
on the upsteam side of the mixer. Steam for the various engines 
was supplied by a 50-horsepower Economic boiler located on the land 
side of the mixer. An incline trestle with track connected the mixer 
with tracks laid along and above the site of each lock w^all, and after 
mixing each charge w^as emptied into a bottom- dump car, transported 
over these tracks, and dumped where needed. 

At Lock No. 1 the concrete was placed by derricks and not from 
cars. A Y track led from the mixer parallel to and about 18 feet 
back of the land wall to within easy reach of tw^o stiff -leg derricks, so 
located as to command the entire lock wall. The mixer charge was 
dumped into the skips, which were taken from the cars by derricks, 
and the concrete deposited in place in the lock walls. Upon the com- 
pletion of the land w^all the derricks were placed on this wall, where 
they commanded the river wall. 

Forms. — The lock forms w^ere of the usual type, namely, planks or 
lagging laid horizontall}^ and held rigidl}^ by outside posts solidly 
braced to the ground so as to prevent the ramming from springing 
them. The form lumber w^as 3^ellow pine. The lagging was 2 inches 
thick and 12 inches in width and was dressed on all four sides; the posts 
were 4 by 6 inch scantling, spaced 1 feet apart and were supported 
at about 8-foot vertical intervals by inclined braces of 4 b}^ 6 inch 
scantling. The forms for Lock No. 1 were built in separate alternate 
sections, the lagging for each section being carried to the full height 
before concreting was started in that section, and the concreting for 
each section of wall being completed before another section was begun, 
How^ever, as work was in two eight-hour shifts the sections are not 
monoliths. In the construction of Lock No. 2 the forming for the 
entire lock was erected at the start, except that the lagging was built 
up gradually as the concreting advanced. The posts of the Lock No. 
1 forms were tied together at the top b}^ two rows of one-half inch or 
five-eighths inch round iron tie-rods. The posts of the Lock No. 2 
forms were tied together halfway up b}'^ temporary timbers which car- 
ried at the same time a track for dump cars; when the conci ete reached 
this level the track was placed on timbers at the top of the forms. The 
forms were left in position from four to five days after the concreting 
was completed. 

Concrete. — Portland cement only was used, the brands being Lehigh 
and Alpha at Lock No. 1 and Lehigh at Lock No. 2. The cement 
varied in price from ^1.82 to $2.70 per barrel delivered on cars at 
Birds Point, Missouri. It was transported thence as far as Newport, 
Ark. , over a land-grant railroad, and from Newport to Batesville the 



3756 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

freight charges per barrel were 11 cents, approximately. The cement 
for Lock No. 2 was towed from Batesville to the site of the work at a 
further expense of about 26 cents per barrel. The sand used at Lock 
No. 1 was a coarse, sharp, clean sand obtained from the Arkansas 
Eiver, near Little Rock, which cost delivered at Little Rock 33 cents 
per cubic 3"ard, to which should be added 26 cents for freight and 38 
cents for hauling from the Batesville depot to Lock No. 1. For 
reasons of econom}^ the sand at Lock No. 2 was taken from the White 
River in the vicinit}^ of the work, although it was a fine sand and not 
so clean as the Arkansas River sand. It cost" $1.24 per cubic yard 
delivered at Lock No. 2. A number of comparative tests of the fine 
and coarse sands were made and it was found that briquettes of 1 part 
cement and 3 parts Little Rock sand were stronger than briquettes of 
1 part cement and 2^ parts White River sand, but not so strong as 
briquettes of 1 part cement and 2 parts W^hite River sand. The gravel 
used was dredged by hired labor, from the river near the works; it 
consisted of a mixture of pebbles of all sizes wdth about 19 per cent 
sand. It was not washed, as bars were found where the gravel con- 
tained only clean sand. This river gravel contained usualty from 17 
to 21 per cent of voids. It cost delivered in bin, including all charges, 
25 cents per cubic yard. The stone used at Lock No. 1 was a sand- 
stone, the so-called bluestone of Cabin Creek, Arkansas, which, tested 
at W^atertown Arsenal, had show^n an ultimate strength of 17,700 to 
19,700 pounds per square inch. It cost 70 cents per cubic yard at 
Cabin Creek; the freight charges amounted to 25 cents per cubic yard 
and the hauling from the depot to the works 60 cents a cubic j^ard. 
The stone for Lock No. 2 was limestone from a quarr}' in the vicinity 
of the work. It cost $2 per cubic yard. All stone was broken into 
fragments small enough to pass through a 2-inch ring. The voids 
averaged 51 per cent for both stones. The stone was required to be 
screened, though the run of the crusher would have been preferable. 

The proportions of the mix varied, the concrete being richer in the 
foundations, on exposed surfaces, and when gravel was used. It was 
the intention to use crushed stone concrete for a depth of 4 feet on all 
exposed surfaces and gravel concrete elsewhere, but in the construction 
of Lock No. 1, owing to the irregularity of the delivery of the stone, 
gravel concrete was used whenever necessary to avoid stopping the 
work. The plans for Lock No. 3 provide for gravel concrete only. 

At Lock No. 1 three mixtures were used in the walls, depending 
upon the supph' of materials on hand, viz: 1 part cement, 2i sand, and 
6i gravel; 1 part cement, 3 sand, 6^ gravel; 1 part cement, 3 sand, 4 
gravel, and 2 broken stone. Less sand was used with the straight 
gravel mixture than with the broken stone because of the large per 
cent of sand contained in the river gravel. The amount of water had 
to be varied frequently. It was regulated by judgment, according to 
the appearance of the mortar. 

At Lock No. 2 the composition of the concrete was carefully deter- 
mined, the materials being measured loose. Each mixer batch was 
composed of the following ingredients: 



APPENDIX A A A TECHNICAL DETAILS. 3757 



Crushed stone concrete: 
Added water (average) 



Cement (Lehigh Portland] 

Sand (wet) 

Stone (wet) 



Total. 



Gravel concrete: 

Added water (average) 



Cement (Lehigh Portland) 

Sand, direct, wet, 4.50; sand in gravel, wet, 4.75 (19 per cent of 25 cubic feet). 
Gravel 



Total. 



Cubic 
feet. 


Propor- 
tion. 


2.68 


4.19 
12.00 
25.00 


1.00 
2.88 
5.97 


41.19 






2.00 






a 4. 19 

9.25 

25.00 


1.00 
2. 21 
5. 96 


38.44 





a Equals 1 barrel. 

From each of these mixtures was secured approximately 1 cubic 
3^ard of concrete in place. 

The mixer was revolved 15 times at an average speed of 11 revolu- 
tions per minute. The minimum number of batches mixed per hour 
was 12 and the maximum 23, the average number being 15. Work 
was carried on for sixteen hours in two shifts of eight hours each. 
The minimum amount of concrete placed in eight hours was 95 cubic 
3^ards and the maxunum 184, the average amount for the season, includ- 
ing bowlders, being 110 cubic yards. The concrete, which was a wet, 
quaking mixture, was placed in even layers of 6 inches (at Lock No. 1 
the layers were 10 inches thick) and tamped with a 25-pound tamper 
until water appeared on the surface. The gravel core was kept as near 
up with the crushed stone outside as possible, generally y> ithin 15 feet. 
The maximum drop of the concrete at Lock Ko. 2 was about 15 feet. 
The walls being sufficiently thick to permit of their use, bowlders of 
from 1 to 50 cubic feet in size were placed in the concrete, care being- 
taken to lay each stone on its largest base and never at a less distance 
than 1 foot from another bowlder or from an exposed surface; the con- 
crete was sufficientl}^ w^et to prevent the formation of voids. The total 
concrete in the lock is 11,824 cubic yards, of which bowlders constitute 
549 cubic yards. A facing of 1 to 3 mortar, 1^ inches thick, was placed 
on the sides, and of 1 to 2 mortar, 2 inches thick, on the top of the 
walls. The facing templates were of dressed plank 6 or 8 inches Avide, 
2 inches thick on the top edge and li inches thick on the bottom edge. 
The}^ wer« provided with e3^ebolts for lifting. 

At Lock No. 1 the mistake was made of leaving the inside edges of 
the coping of the land and river walls sharp; in Lock No. 2, however, 
these edges were rounded off not only to prevent chafing of the moor- 
ing lines but also on account of the liability of chipping. 

The total field cost of the concrete in place, including materials, 
freight, towing, labor, and forms, was $4.69 per cubic yard at Lock 
No. 2. 

Zock walls^ etc. — The height of the lock walls is 15 feet above the 
upper miter sill, 29 feet above the lower sill, and 30 feet above the 
lock floor. Being founded on solid rock, each wall acts separately, 
and the design is that of a retaining w^all. The land wall is slightly 
stronger than the river wall, but its top is narrower; opposite the 
chamber it is stepped in the rear with one-foot offsets every 3 feet 6 



3758 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

inches, while the river wall is battered. Both walls are Itt feet 6 inches 
thick at bottom; at top the thickness of the river wall is 6 feet and of 
the land wall 4 feet 9 inches. The ends of the lock walls are neces- 
sarily thicker than the side walls of the chamber, as they must not 
onl}^ support the pressure from the gates biit also provide work room 
for the lock tenders, and the thickness of the lock walls at the heels of 
the gates is accordingly 16 feet. The walls are, in conformit}^ with 
the usual practice, without batter inside, though battered walls have 
been recommended because vertical walls in course of time receive 
unsightly scars from the rubbing of boats against them. The avail- 
able length of the lock chamber is 147 feet. In Locks Nos. 1 and 2 
the length of the wall below the lower quoin is 25 feet and above the 
upper quoin 37 feet; in the design for Lock No. 3 these dimensions 
were reduced to 20 feet and 30 feet, respectively, in order to diminish 
the quantity of concrete required. The total length of Locks Nos. 1 
and 2 is, therefore, 237 feet, and of Lock No. 3 is 225 feet. 

The hollow quoins are shaped directl}^ in the concrete, a form being 
used as for an}^ other special surface. The shape is that of an arc of 
the same radius as the heel of the gate, namel}^, 10 inches; the}^ are 
110 degrees in length, with tangents at either end 6 inches long. The 
gate recesses are 22 feet long and 2 feet deep. 

The miter walls are without batter. Part of the lower miter wall is 
prolonged downstream to the lower end of the lock so as to protect 
the tail bay from being scoured out b}^ the discharge from the culverts. 

The upper coifer wall, the function of which is to support a simple 
movable dam across the head of the lock when the upper gates or 
valves need repairing, has its sill 1 foot below the upper miter sill. 
In coffering the head bay this sill forms the lower support for the 
needles used, the top support being a trussed beam, the ends of which 
rest in slots in the main walls at such an elevation that the trussed 
beam will be as low as possible without being immersed at ordinary 
low-water stages. A similar arrangement of slot and sill is provided 
for coffering the tail bay. 

With the object of preventing the water from cutting behind the 
land wall, its upper and lower end is, in each lock, provided with b 
wing wall running perpendicularh^ back into the bank far enough to 
join the rocky bluff' which is from 20 to 30 feet in the rear. The 
thickness of these walls is 4 feet 9 inches on top, increasing downward 
by offsets until rock foundation is reached. 

Culverts and valves. — There are two filling culverts each 3 feet 3 
inches by 7 feet, which are placed in the gate recesses to keep them 
from filling with mud; these culverts discharge into a large cross cul- 
vert in the upper miter wall and thence through 8 small lateral open- 
ings into the lock chamber, thus dividing the water into small streams 
empt3'ing near the lock floor so as to cause little disturbance to boats. 

For emptying the lock there are two side culverts, each 4 by 5 feet, 
which pass around the heels of the lower gates entering near the gate 
recesses and discharging below the miter wall into the tail bay, thus 
serving to prevent deposits there. 

The valves are in the culverts, and are butterfly or balanced valves 
of steel plates and angles turning on vertical shafts. Cast-iron valves 
were adopted for Lock No. 3, because there is a foundry at Newport, 
Ark., whereas if the valves for Lock No. 1 or Lock No. 2 break the 



APPENDIX A A A TECHNICAL DETAILS. 3759 

steel must be obtained from St. Louis. In Locks Nos. 1 and 2 there 
are two valves to each filling culvert because the valves had to be of 
low height in order to remain submerged during low water. They are 
3 feet 2 inches by 3 feet 2 inches in size, though ordinarily the height 
would be somewhat greater than the width. The wicket is set in a cast- 
iron frame bolted to the concrete and is protected from debris by a 
movable screen sliding vertically in guides bolted to the wall. The 
valves are inexpensive, simple in design, and that they leak is of no 
consequence, as the minimum discharge of the upper White River is 
1,200 cubic feet a second. 

In building Dam No. 1 it was noticed that the lock valves could not 
be used to assist in keeping down the rising pool, until the water was 6 
inches above the upper miter sill, this being the elevation of the bot- 
tom of the valves. At Lock No. 2 the upper valves are set with the 
bottom 6 inches below the miter sill instead of above as at Lock No. 1, 
and it is thought that it would be better to set them still lower when- 
ever possible, for though the valves on the upper White River will 
by no means carry the clischarge of the river, even during the lowest 
stages, yet on many streams the valves would help materially in drain- 
ing the upper pool. 

The valve operating gear, which is set in a covered recess in the 
coping, consists of a gear sector keyed to the top of the valve shaft 
and geared with a pinion turned by a socket w^rench and wheel. This 
simple gearing answers well for the filling valves, which can be ope- 
rated by one man, but two men were required in opening the empty- 
ing valves, so that when one of the valve shafts broke the operating 
gear for all of the emptying valves was altered by increasing the 
diameter of the valve shaft from 2y\ inches to 3y\ inches and by add- 
ing two gear wheels and pinions so as to increase the velocit}^ ratio 
between the first driving pinion and the sector. 

In the design for Lock No. 3, horizontal instead of vertical butterfly 
valves w^ere adopted in order that but one valve would be needed for 
each filling culvert. Keyed to one end of each valve shaft is a worm 
sector meshing with a worm on a vertical shaft operated from the top 
of the wall by a hand wheel. 

The time of a complete lockage is thirteen and a half minutes for 
downstream boats and fourteen minutes for upstream boats, to which 
figures should be added one minute for passing in and out between the 
guide cribs. 

Lock gates^ etc. — The gates are of the standard form, namely, 
mitering gates of the girder type with straight front and back. 
Though timber gates have a shorter life than metal ones and their 
buoyancy when submerged is a disadvantage, yet owing to their 
smaller first cost, greater ease of repair, and simpler construction, 
small gates are alnlbst invariably made of wood, which was the mate- 
rial adopted in this case. The gates are horizontally framed and with- 
out quoin or miter posts, the main timbers extending from edge to 
edge of the gate and the ends, which are built up solid with filling- 
blocks, being shaped to fit the hollow quom and miter, respectively, 
thus avoiding the weakness of beams jointed into vertical heel and toe 
posts. The rise is a compromise, the less the rise the greater the 
thrust upon the masonry, the greater the rise the longer the gate, and 
hence the longer the lock. In this case the rise was taken as one-sixth 



3760 REPORT OF THE CHIEF OF ENGII^EERS, U. S. ARMY. 

of the span, which is equivalent to a miter angle of IS degrees 26 min- 
utes, though usually the miter angle is taken between 19 degrees and 
21 degrees. 

The gates are of white oak, 20 inches thick throughout, each arm 
consisting of a built-up beam composed of two 10 by 10 inch timbers 
bolted together with 1-inch bolts and extending in one length from toe 
to heel. The tops of the gates are flush with the tops of the lock walls, 
so that the lock can be used until 4;he walls are submerged. The lower 
gates, which are 29 feet 5 inches in height, are built solid for 10 feet 
from the bottom. For the upper gates these figures become 15 feet 
5 inches and 20 inches, respectiYel3\ B}^ making the lower portion of 
a gate solid, the gate may be made thinner, thus reducing under pres- 
sure. The upper portions of the gates are paneled; the arms are all 
made of the same scantling as below, but are spaced inversely as the 
maximum loads; the arms are separated b}' five blocks (including the 
two at the heel and toe), and the intervals are closed with a sheathing 
of 2-inch oak plank made water-tight by calking. The beams are held 
together by seven pairs of long l^-inch bolts running verticall}^ through 
the center lines of the main timbers as well as through the filling blocks in 
the upper part of the gate. The weight of the gate is taken up by two 
diagonal tie straps of 3i b}^ f inch wrought-iron eyebars provided with 
turn-buckles; one end of each e3^ebar passes over a pin in the journal 
strap and the other over a similar pin held in pface near the lower end of 
the toe by a stirrup strap and a nose strap. The bottom beam is fitted 
at the quoin with a cast-iron heel piece which rests on a forged steel 
pivot shrunk into a cast-iron pivot plate having sufiicient bearing. 
This bedplate is bolted to the concrete. The top gudgeon is a 3-inch 
steel pin supported at both ends by journal castings, between which 
the collar works. In order that the leaf mav, in opening and closing, 
swing clear of the quoin without friction, the rotation axis of the pivot 
and gudgeon is on the upstream side of the center of figure of the 
hollow quoin when the leaf is closed, the eccentricit}^ being If inches. 
The upstream half of the toe is rounded off so that the surface of con- 
tact when the gates are mitered shall fall upon the downstream timbers 
of the built-up beams. Thus the compression due to the end reactions 
is thrown on the downstream timbers where it will relieve the tension 
from the direct loading, and is removed entirely from the upstream 
timbers to avoid increasing the compression from the direct loading. 

The anchorage for the gates of Locks No. 1 and No. 2 consists of 
four wrought-iron bars with cast-iron washers or anchor plates embed- 
ded in the concrete and connected in pairs at their exposed ends to two 
heavy castings in Lock No. 1, and to a wrought-iron forging in Lock 
No. 2, to which the ends of the wrought-iron gudgeon strap or collar 
are fastened, the gudgeon pin being held in place by two cast-iron 
plates worked into the gate timbers. This arrangement was difficult 
to fit and the design for Lock No. 3 provides for two embedded bars 
with slotted ends for gib and cotter connection with the gudgeon strap. 
For the double-plate arrangement used at Locks No. 1 and No. 2 for 
holding the pin was substituted a cast-steel headpiece or bonnet. The 
anchorage connections fit in a recess below the coping and are covered 
wirh a cast-iron plate. 

The method of building and placing the lock gates was as follows: 
A small hand-power derrick was erected on a level spot and so as to 



APPENDIX A A A TECHNICAL DETAILS. 5761 

command the ways, which were built of long heavy timbers laid per- 
fectly level about 2i feet from the ground and close enough together 
to support without deflection the weight of an entire gate. On each 
side of the derrick were placed two sets of ways, between which ran a 
track for carrying the timbers. The gate timbers were delivered as 
needed to the^ derrick and placed on the ways, the built-up beams 
framed and bolted, and the heel and toe worked to pattern. The arms 
and blocks were then juxtaposed in position so as to get the alignment 
of the long bolts and then separated for the holes to be bored. This 
was a tedious procedure, as no matter how caref ull}" the measurements 
for the holes were made it was found impossible to bore all of them in 
the different pieces so as to avoid slight errors of alignment, hence 
burning the holes out with long rods of hot iron had to be resorted to. 
The gate was then assembled, the bolts inserted and tightened, the 
irons fitted on, the heel and toe worked to pattern, and each arm and 
block numbered to avoid any displacement later. The gates were then 
taken apart and transported to the lock pit to be erected piece b}'^ 
piece, for which a land derrick was used at Lock No. 1 and a derrick 
boat at Lock No. 2. As each beam was put into position its top was 
given a heavy coat of white lead, and the position of its bolt holes tested 
by thrusting down an iron rod. After the gate had been thus built 
up to the required height, the long perpendicular bolts were raised by 
the derrick and put into place, the various irons fitted, the anchor bars 
and tie straps tightened, and the gate swung. The gates were then 
gi^en two coats of red lead. 

The gates are operated by hand power. The maneuvering gear 
consists of a spar, to each end of which is fastened one end of a chain ; 
the bight of this chain is led through a chain guide consisting of two 
sheaves to a chain capstan worked by a crank. The gate is opened 
or closed according as the chain is pulled in one direction or the other. 

As wooden lock gates subject to varying lifts, unless made too heavy 
at low water, are too buoyant at high water, it is necessary at the 
approach of floods to ballast them, which was done by filling the pan- 
els with large stones. 

Miter sills ^ guide cribs ^ etc. — The miter sills, which provide an 
elastic cushion for the bottom of the gates, consist of 12 by 12 inch 
timbers well bolted to the miter wall, as they may sometimes be sub- 
jected to a lifting pressure from the gates, and when once started the 
upward water pressure is of course added. The miter sills are 2 inches 
higher than the miter walls so as to act as a guard for the masonry. 
The miter sills, excepting the lower sill at Lock No. 3, are 1 foot below 
normal 4:-foot depth so as to permit the pool level to be reduced 
without affecting navigation. The sills, like the gates, are of white 
oak and were set when the concrete was placed in the miter walls. 
The gates do not, when shut, extend over the sill, as is sometimes the 
case, for a difficult joint then becomes necessary. In this instance the 
gates lap the sill by 5 inches, the under pressure being counterbalanced 
by the weight of the gates. 

Loose stone was placed by hand back of the land wall to form a drain 
for the seepage. This drain, which was about 2 feet by 3 feet in cross 
section, connected with a 6-inch cast-iron pipe leading through the 
lower end of the land wall into the guide crib. The space behind the 
land wall and between the wing walls was then filled with gravel to the 

ENG 1904 236 



3762 REPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

level of the top of the walls and paved with selected riprap stone set 
on edge, carefully placed by hand and rammed. A coat of gravel was 
then scattered over the paving and swept into the interstices. In rear 
of this level space the bank was graded and the paving of hand-laid 
gravel-coated riprap continued to flood level so as to prevent floods 
from washing out the backing. 

Permanent guard or guide cribs are placed at the head and foot of 
each lock wall. The upper-river crib at both locks is a solid crib, 
continuing the line of the river wall. This was substituted for two 
detached triangular cribs, proposed in the original project, in order to 
avoid the troublesome outward draw of the currents that would result 
through the open spaces. These upper-river cribs are 150 feet in 
length and 8 feet in width on top; their inside faces are vertical from 
the top to 1 foot below the upper miter sill, below which they are 
stepped as are the outside faces throughout, so that the width of the 
base 30 feet below the top is 20 feet. The lower part of the crib- 
work connects with the lock wall, but above a level 2 feet below the 
upper miter sill there is a gap 10 feet wide between the crib and the 
lock wall for the passage of drift. The top of the crib is level with 
the coping. The lower-river cribs, which iit Lock ]No. 1 and Lock 
No. 2 are 150 and 120 feet long, respective!}^, are similar except that 
no gaps exist between the cribs and the lock walls, and that the tops 
of the cribs are not level with the coping throughout, but drop 20 
inches after the first, the second, and the third 20 feet, so that the por- 
tion farthest downstream is 5 feet below the coping in elevation. As 
the fall over Dam No. 1, when the lock walls are just submerged, was 
found in January, 1901:, to be 2 A feet, it follows that part of the 
lower-river crib of Lock No. 1 forms an invisible obstruction while 
lockages are still possible. The lower-river cribs of both locks should 
be in part raised, preferably until the entire top is level with the cop- 
ing. The land cribs of Lock No. 1 are in line with the lock walls, the 
upper one being 66 feet long and the lower one 20 feet. The land 
cribs of Lock No. 2, as originally proposed, were parallel to the axis 
of the lock, but have been built flaring so as to give wider approaches 
to the lock; the upper one is 55 feet long and the lower one 80 feet. 
All these cribs were built of 10 by 10 inch timbers, framed and drift- 
bolted together, pine being used below pool level and oak above. They 
were filled with " one-man" stone, large selected stones being set on 
edge with their flat faces against the side openings and the top being 
covered with large, well-shaped stones set level with the timbers. 

On the coping of each chamber wall there are four snubbing posts 
of cast iron. The plan for Lock No. 3 provides in addition for twelve 
line hooks in three rows of four hooks each, built in recesses in the 
faces of the chamber walls. Two recessed ladders are also placed in 
each chamber wall. 

Permanent gauges to show the depth of water on the miter sills were 
built in the concrete of the river walls in the head and tail ba3'^s. The 
zeros are at sill level at Lock No. 2, but at Lock No. 1, owing to the 
foreman's error in placing the special forming, the upper gauge zero is 
1 foot below and the lower gauge zero 0.2 above the corresponding 
sill. The elevation of the lower miter sill of Lock No. 1 is 269, referred 
to an assumed zero which is found to be 37.92 below Biloxi tide, as 
determined by a bench mark at Little Rock of the old Little Rock, 



APPENDIX A A A TECHNICAL DETAILS. 3763 

Mississippi and Texas Railroad. The reference zero for Lock No. 3 
elevations was referred to this Biloxi tide, which is 0.6 foot below the 
provisional datum of the M. R. C. 

Original cibutment at Loch No. 1. — The former abutment at Dam 
No. 1 was begun in August, 1900, and completed in February, 1901. 
Though located in a narrow part of the river it was not only not put 
into the bank as far as practicable to increase the spillway, but on the 
contrar}^ was placed 120 feet in front of the river bank. It was of 
concrete, on a pile foundation, and was of the T type, the river face 
being 30 feet long on top and 78 feet long at the base. Its stem or 
land arm, which was 128 feet long measured from the face of the abut- 
ment to the extreme end of the stem, entered the bank only 8 feet, 
though this defect in providing a safe anchorage against possible flank- 
ing was in a slight measure remedied by placing a crib hlled with rip- 
rap in prolongation of the stem for the further distance of 12 feet 
measured at the bottom of the concrete wall, this distance increasing 
to 28 feet at the top of the crib by the slope of the excavation. The 
top of the abutment was only 2 feet above the crest of the dam, and 
was 8 feet below the top of the lock walls and 12 feet below the top of 
the river bank. It was constructed as follows: 

The site was first dredged; then five rows of oak piles, spaced Z\ 
feet and 4 feet centers, were driven to bed rock through the sand and 
gravel; then triple-lap sheet piling was driven, also to bed rock, along 
the face and each end of the river wall, though not along the stem of 
the abutment. In the original plans a grillage was provided for 
between the piles and the concrete; this, however, was wisely omitted. 
After the sheet piles had been driven, concrete in coarse gunny sacks 
was deposited over the area in from 3 to 5 feet of dead water. It 
may here be mentioned that this concrete was in 1903, over two years 
afterwards, rendered plainly visible by the dredging undertaken 
around the abutment, which meanwhile had been flanked, as the water 
was lower than w^hen the abutment was built. The sacks separated 
from each other readily, many of them were dug up by the orange- 
peel bucket, and in no case did two sacks adhere. They could be seen 
caving off as the dredge undermined the work, behaving like separate 
pieces of stone and showing that no bond of any consequence existed 
between them. On this substructure of concrete in sacks a wall of 
concrete in mass from water level up, w^as built with a 3i-foot berm 
around it. The wall was 16 feet high and 4 feet thick on top and was 
stepped on the upstream and downstream sides. The stem wall was 
12 feet thick at bottom and the river wall 9 feet thick. The concrete 
was all hand mixed, the proportions being 1 part Lehigh Portland 
cement, 2 parts sand, and 6 parts gravel. The material was mixed on 
barges and placed both by wheelbarrows and derrick boat. Above 
low water the abutment was protected for 50 feet upstream and 200 
feet downstream by a revetment of riprap extending to the top of the 
bank. On the downstream side of the abutment for about 70 feet 
from the river end of the stem and about 20 feet from the land end, 
this riprap was grouted with 1 to 3 cement mortar. Below water 
a single- weave mattress heavil}^ weighted with stone extended down- 
stream from the abutment for 200 feet. 



3764 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

I do not know what the reasons were that led to the adoption of the 
above design. The only reference thereto on record is contained in 
the project of January 5, 1900, which states: 

Owing to the fact that the land on the abutment side is all under water at flood 
stages, it was not possible to put the top of the abutment above overflow. The abut- 
ment is 125 feet long, with crest 2 feet above the crest of the dam. The abutment is 
built on gravel, with a foundation of piles going to bed rock and surmounted by a 
grillage of 10 by 10 inch timbers. * ^ * The incidentals of the first dam are con- 
siderably more than they will be on subsequent constructions, and hence an effort 
has been necessary to get the cost of the first dam within the ^160,000 appropriated. 

From the above statements I infer that the question of first cost 
was the controlling factor that governed the preparation of the plans. 
The failure of this abutment and the construction of a new one to 
replace it will be discussed later on. 

Abutment at Lock No. 2. — The abutment at Lock No. 2, like that 
at Lock No. 1, is a concrete structure of the T type, founded — without 
the intervening grillage shown on the plans — on piles driven to bed 
rock. It is surrounded by triple-lap sheet piling. The concrete was 
deposited in shallow water from 1 inch to 18 inches deep by skips, the 
main piles being embedded about -1 feet in the concrete. The river 
face is 11 feet long on top and 76 feet long at the base. The land 
arm which enters the bank for its entire length is 60 feet long. The 
abutment was built to the same height as the lock walls, nameh^, 10 
feet above the crest of the dam. At the land end of the abutment 
stem the natural surface of the ground is at the same level as the top 
of the abutment, but begins there to slope downward and drops 21 
feet in a distance of 1 25 feet. This slough immediately in the rear of 
the low narrow ridge to which the abutment is anchored is closed b}' a 
crib dam 250 feet long forming a tim])er extension to the abutment. A 
mattress of 15-inch fascines is placed below this extension and is cov- 
ered with a 2-foot la3^er of heavy stone. The concrete for the abut- 
ment was machine mixed in the following proportions: In the founda- 
tion, 1 barrel of cement, 9 cubic feet of sand, 8 cubic feet of crushed 
stone, and 16 cubic feet of gravel; above the foundation, 1 barrel of 
cement, 5 cubic feet of sand, and 27 cubic feet of gravel. The top of 
the abutment was faced with a 1 to 2 mortar, no facing being used 
elsewhere. The timber extension, which consists of a double row of 
10 b}^ 10 foot cribs for the middle 140 feet, and a single row at either 
end, is of the same height as the abutment, is founded on piles driven 
to bed rock, is sheeted to the top on its upper face, is filled with rubble, 
and is backfilled for 50 feet with earth at a slope of 1^ on 1 covered 
with a paving of loose riprap. The main bank is revetted to its top 
for 50 feet above and 100 feet below the crib extension. Below the 
abutment only a sheet-pile revetment was originally provided for, but 
I have directed that a protection crib 150 feet long be built instead. 
This abutment was, in my opinion, improperly located. It should 
have been built on the other side of the slough, although that would 
have increased the length of the main dam b}" 310 feet. Under pres- 
ent conditions, however, when the water, which may reach a stage of 
8 feet above the top of the abutment and its extension, rises to the 
level of their tops (10-foot rise in upper pool and 20-foot assumed rise 
in the lower), there will be a fall of 4 feet over the extension, which, 
though thus becoming for the time being an overfall dam, has no 
abutment, the bank being protected by a paved slope oxAj. Further 



APPEKDIX A A A TECHNICAL DETAILS. 37(^5 

work nia}^ be needed here, but as this extension has never been sub- 
merged since it was built it is deemed advisable to await the effect of 
the lirst flood which overtops it. This will furnish some indication as 
to what should be done before the construction of the dam is com- 
pleted. 

Abutment at Loci: Xo. J. — ^The abutment at Dam No. 3, as proposed 
in plans forw^arded June 24, 1902, live months before No. 1 was 
flanked, is to enter the bank 40 feet as against 8 feet at Lock No. 1, is 
to have its top 15 feet above the crest of the dam as against 2 feet at 
Lock No. 1 and 10 feet at Lock No. 2, is to be protected by a 100-foot 
crib below, while at Locks No. 1 and No. 2 no protection whatever w^as 
provided for in the original plans. In other respects the differences 
between the proposed abutment at Lock No. 3 and those at Locks No. 

1 and No. 2 are not important. The abutment is to be of the L type, 
as being founded on bed rock only 4 feet below low water, it was not 
considered necessary to provide an upper-river arm such as in the T 
type of abutment retains an embankment above the stem and provides 
a safeguard in case the dam gives wa}^ where it joins the abutment. 
The L tj^pe, when safe enough, has an advantage over the T and the U 
t3"pes in that a longer river face can be built with the same amount of 
material. The abutment is to be constructed of gravel concrete through- 
out, as being more economical and but slightl}^ if at all, inferior to 
broken-stone concrete. 

Dam No. 1. — Dam No. 1, the location of which has previoush^ been 
discussed, is a fixed dam normal to the axis of the river, resting against 
the buttress of the upper river lock gate so as to have the whole length 
of the lock chamber in the lower pool. The dam as originally built 
was only 324 feet long, which gave a very inadequate spillway. It is 
a timber crib dam, for though rock foundation was available for a 
masonry dam, yet the former type, though not a really permanent 
structure, was selected because cheaper in first cost and because it can 
be built without the use of a cofferdam. The dimensions of the dam 
were based on profiles experience had shown to be safe, no attempt 
being made to determine these dimensions by calculation as in the case 
of masonry dams. The main objects sought were — 

First. Water tightness in the upper breast and slope. 
Second. Sufficient width of base for stability. 

Third. Sufficient strength at the crest to withstand the impact of drift, and at the 
downstream toe to withstand the effect of the countercurrent below the dam. 
Fourth. Prevention of leakage under the dam. 

For the 210 feet next to the lock the dam is founded on rock, the 
remainder of the original dam resting on gravel. The width at the 
foundation is 48 feet; the height above the foundation varies between 
a maximum at one place of 27 feet (on rock) and a minimum of 19 feet 
next to the old abutment. The cribs are of yellow pine except the 
slope timbers and the face stringers, which are of white oak, all tim- 
bers, which are 10 by 10 inch scantling, being driftbolted together 
at their intersections. The upstream face (back) is vertical to within 

2 feet of the top whence, to prevent catching drift, it slopes to the 
crest (a 12 by 12 inch comb stick) having a slope of 1 on 4. The 
downstream face slopes from the crest for 8 feet with a slope of 1 on 4 
and then in the original construction was stepped, having 2 steps each 
8 feet wide and an apron 16 feet wide, the three vertical intervals being 
4 courses of 40 inches each. The ratio of the width of the steps to 



3766 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

their height should have been at least 3 to 1. The upper slope was 
laid closely so as to be waterrtight; the timbers on the downstream 
side of the crest were spaced 1 inch apart. A short section of the dam 
about 9 feet in length was in 1900 built inside the lock coflerdam up to 
the level of the apron. No further work on this dam was done until 
August, 1902, when work was recommenced by excavating with a 
dipper dredge. The dam was built in three separate sections, which 
were partial!}^ completed a short distance upstream, the bottoms being 
built to suit careful soundings previously taken, and then towed to 
position and the building continued. Only every other pen was filled 
with stone until the last section was in place and weighted. Triple-lap 
sheet piles, 9 by 12 inches, were driven to rock on the upper side 
of the dam for 110 feet out from the abutment where the dam rested 
on gravel; the remaining portion of the dam, which is on rock, was 
merely s jeeted with double-lap li-inch plank. The lower side of the 
dan for 120 feet from the abutment was also sheet piled for the pur- 
pose of holding the gravel. The dam vfas backfilled to within 4 feet 
of the eave for about 20 feet upstream, parti}" with gumbo and partly 
with gravel. Below that portion of the dam on gravel a brush mat- 
tress covered with 2 feet of stone was laid. After the failure of the 
abutment this dam was extended and the original portion changed 
from a step to a slope dam and given a concrete apron. These addi- 
tions will be discussed later. 

Dam JS'o. '2. — Dam No. 2, of which one section only has been built, 
vvill be 655 feet long when completed. It will be founded on rock, 
excepting one section already built on piles. X level stratum of bed 
rock stretches across the river at an elevation of about 19 feet below 
lower pool level. For tiie 145 feet next to the lock this stratum is 
covered with a layer 3 to 1 feet thick of large bowlders which will 
form the foundation bed for this section of the dam. Thence for 260 
feet the rock is covered with a wedge-shaped bed of gravel the upper 
surface of which rises to 3 feet beloAv lower pool. The original proj- 
ect provided that this section of the dam be founded on gravel after 
first dredging to a depth of 11 feet, but it is now proposed to go down 
as deep as the dredge will dig — to rock if possible. Under the left- 
hand section of the dam 250 feet long next to the abutment the gravel 
covering averages 12 feet above lower pool level. In the approved 
plans submitted March 15, 1900, it was provided that this last section, 
which is out of the main channel, be founded on piles. In my letter 
of January 6, 1902, I recommended the following change: 

Omit the pile foundation under the left-hand end of the dam and make foundation 
directly on gravel. 

This recommendation was unfortunately worded, seeming to imph^ 
that the piling was simply to be omitted without at the same time 
increasing the excavation. It was not approved, the division engineer 
stating — 

As the upper pool is to be 14 feet above the lower pool, it appears to me hazardous, 
with such a head, to trust any part of the dam on a gravel foundation, and that the 
pile foundation should be used wherever the cribs do not rest on bed rock. In this 
way, even if the gravel should be washed out, the settlement of the rock filling 
would probably secure stability for the dam until it could be refilled. 

This section was accordingly, in the summer of 1902, built accord- 
ing to the original plans on piles driven to bed rock, the gravel being- 
first dredged out to 3 feet below lower pool level. Had the change 



APPENDIX A A A TECHNICAL DETAILS. 87()7 

recommended b}^ mc been approved dredo-ing would have been carried 
9 feet deeper or to 12 feet below lower pool level, and the cribs would 
then have rested directl>^ on compact, heavy gravel 7 feet above bed 
rock. This would, in my opinion, have been an even safer foundation 
than the existing one w^hich is on piles 19 feet above bed rock, for 
should a leak causing much scour now develop under tlie dam, which 
is unlikely, the probabilities are that the filling falling into it would 
lighten the dam to such an extent that the timber superstructure would 
be lifted off the piles and entirelv destroyed. Where rock is not at a 
great distance, as in this case, it would seem preferable to omit the 
pile foundation, dredge to as great a depth as practicable, and if further 
precautions are necessar}^ floor some of the pockets in the dam and 
thus retain sufficient filling to cause the entire structure to settle into 
the scour and then restore the dam to its original height by rebuilding 
its crest. When rock is entirely absent from the river bed, it is, of 
course, best to provide a pile foundation. As built, this section of the 
dam on piles is protected by rows of sheet piling along the upstream and 
along the down-stream edges of the dam and also by a third interior 
row along the upstream edge of the apron . The upper row of water-tight 
sheet piling is, of course, necessary ; the two lower rows were introduced 
to serve as guards to keep the reflex eddy below the dam from washing 
out the gravel around the piles, but being water-tight are subject to 
a hydrostatic head from any leakage that enters the body of the dam. 
A better construction would have been a single row of close piles just 
above the downstream edge which, while acting as a guard, would 3^et 
have allowed any leakage to escape without compelling it to rise above 
the piling. Dam No. 2 is to be a slope dam instead of a step dam as 
originally proposed, and the section on piles which is out of the main 
channel was, after construction, changed in this particular to meet the 
views of the division engineer. Dam No. 3 will be founded through- 
out on solid rock 5 feet below lower pool level and will have a spillway 
765 feet long. Dams No. 2 and No. 3 not differing otherwise from 
Dam No. 1, require no further mention. 

Failure of abutment at Dam No. 1. — Although the abutment at Dam 
No. 1 was completed in February, 1901, the dam was not completed 
and the pool tilled until October, 1902. During the short time the 
water surface in the upper pool remained below the top of the abut- 
ment the latter served its purpose satisfactorily. By November 19, 
however, the river had risen 2 feet and began for the first time to run 
over the abutment, making it in effect simply a portion of the dam, 
and owing to the insufficient spillway the river below the dam had not 
risen rapidly enough to give any backwater protection below the abut- 
ment. The bank protection below the stem was not a suitable one for 
such conditions, and when the water had a depth of only one-half foot 
over the abutment the grouted riprap was attacked and about 9 o'clock 
a. m. began to be undermined at its lower end about 75 feet below the cen- 
ter of the abutment. The construction of a timber bulkhead of planks 
supported by posts in the wellholes of the concrete and backed with 
loam was begun immediately to raise the height of the abutment and 
prevent the flow of water over the riprap. It was completed 20 inches 
high by noon, practically stopping the overflow. In the meanwhile 
the area of the caving and undermining of the grouted riprap had 
increased until it extended back about 40 feet, and upstream about 35 
feet, the settlement of the riprap over this area being about 5 feet 



3768 EEPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

vertically. As an emergency expedient to strengthen the work until 
something better could be planned, the caved area mentioned above 
was filled with riprap. Weather indications pointed to a continued 
rise in the river, and in order to reenf orce the bank temporarily until 
the high -water period should have passed, b}" means of work that 
could be quickly done, it was decided to build an embankment out from 
the river bank directly along the line of the stem of the abutment. 
This embankment was to be of the same height as the river bank, to 
have a top width of 20 feet, a top length of 50 feet, and side and end 
slopes of 1 on 3; the original riprap was to be removed from the area 
to be covered so as to afford a better bonding and the slopes of the 
embankment were to be protected with riprap. In addition, a crib 
was to be built at the bottom of the original slope to serve as a footing 
for additional riprap to be placed over that originally laid. The work, 
however, could not be carried out as contemplated. On November 24 
every man and team that could be procured was used in building 45 
feet of the crib. It was filled with stone a little after dark, and b}^ the 
morning of the 25th the river was running fiercely over it, owing to 
the fact that 30 feet of the outer end of the bulkhead on top of the 
abutment gave wa}^ during the night. During that day all energies 
were devoted to piling riprap around the root of the abutment, around 
the crib, and on the sloping bank. Although 40 additional feet of the 
bulkhead gave way during that day, it was thought that the riprap 
placed would hold the work until the next day, but at 11 o'clock p. m. 
the bank below the abutment began to go, and it was but a short while 
until the abutment was destroyed. Over $2,000 had been spent in fruit- 
less efforts to prevent this. The maximum depth of water passing over 
the abutment before it failed was 3.6 feet. All the work done in 
attempting to save the abutment was done under great disadvantages 
because of rains that continued throughout the period. The regular 
employees stuck to the work faithfulh% but no additionarl labor could 
be obtained. During the first twelve hours after the bank below the 
abutment began to cave — that is, from 11 p. m. November 25 to 11 
a. m. November 26 — the bank line at the root of the abutment receded 
onh^ 63 feet. This is assumed to indicate that the water pouring over 
the top of the abutment washed out the sand and gravel on the down- 
stream side to a considerable depth, and that the abutment then over- 
turned, after which the action of the water was to widen the cut. It 
is of course possible that the first break was ai'ound the end of the 
abutment, but it seems that had this been the first point of failure the 
erosion of the bank would have been greater than it was. To protect 
the exposed end of the dam a heavy laj^er of derrick stone was placed 
there. The dam itself was not damaged, and acting as a wing dam, 
served to concentrate the flow of the river through the opening around 
its end. No effort was made to stop the resulting erosion of the bank, 
as a longer spillway was desired. 

New abutment at Dam No, 1. — The erosion resulting from this con- 
tracted flow and the deflection of the current caused the new bank line 
to make an angle of about 45° with the line of the original dam. 
It was decided, however, to prolong the dam in a straight line and 
also to adhere to the usual practice of building the river face of the 
abutment normal to it. This caused the new abutment, which was 
finally located 346.5 feet from the end of the original dam, to make an 
angle with the bank line instead of being parallel to it as generally 



APPENDIX A A A TECHNICAL DETAILS. 3769 

occurs, and threw its downstream end well out into the river. Usually 
the foundation beds for dam abutments are laid bare by excavating 
inside cofferdams, which method was the one first recommended and 
approved in this case. Bed rock at the abutment site is IS feet below 
extreme low-water elevation and is covered b}^ from 3 to 5 feet of 
bowlders, except that over a portion of the area the bowlders have 
been removed b}^ the current. Assuming that the cofferdam should 
attain a minimum elevation of 9 feet abo^'e extreme low w^ater, a por- 
tion of it would have had to be 27 feet in height. The inclosed area 
was to have been triangular, bringing one corner in the deepest water 
and exposed to the strongest current. Frequent repuddling along its 
outer face would probably have been necessary, and the liability of 
excessive leakage around the bank ends (in gravel and sand) would 
have involved much pumping and possibly a breach. A cofferdam in 
so exposed a situation, besides being expensive to build, was deemed 
too difficult to hold, and the use of a cofferdam and the slight advan- 
tage to be gained b}^ founding the abutment on bed rock was finall}^ 
given up. The plan then recommended and later carried out with 
complete success was first suggested by an article in the Engineering- 
News for December 20, 1902, describing how certain lock foundations 
in Egypt had been built b}^ subaqueous grouting. Materially modified 
in details and worked out to suit local conditions, this idea was acted 
upon and the abutment founded on a timber crib filled with grouted 
rubble, the grout being fed from below to make the voids fill from 
the bottom upward. The necessary excavation for this crib was done 
by dredging. The water at that time was 4 feet above extreme low 
water and the dipper dredge used can dig to a depth of 16 feet, so 
that the foundation bed prepared for the crib is, allowing 6 inches 
margin for oscillations of the water surface, at an average ele\'ation 
above bed rock of Gi feet, 3 feet of which consists of bowlders, the 
remainder of coarse gravel. The crib was T-shaped in plan, follow- 
ing the general outline of the abutment. The length of the river face 
was 136 feet, its width was 12 feet at the upstream end and 16 feet at 
the downstream end, and 24 feet near the middle for a distance of 37 
feet,' beginning 16 feet from the upstream end. The portion of the 
crib underlying the stem of the abutment was 20 feet wide and 60 feet 
long from face to end; it entered the bank 36 feet. The crib which 
was constructed of 10 by 10 inch squared timbers was built afloat 
and with interior pens var^dng in size from 5 by 10 feet to 10 b}^ 
12 feet. After having been settled into place it was filled with "one 
man " stone up to 2 feet below extreme low water (6 feet below water 
level at the time), the filling averaging 11 feet in depth. Before this 
filling began, however, the distributing boxes for the grout Avere 
placed, consisting of open-ended square boxes (8 by 8 inches inside) of 
2-inch plank perforated with l^-inch holes spaced zigzag 1 foot apart 
down the sides. The}^ were long enough to reach just above a loosely- 
laid floor on the top timbers and were set about 10 feet apart through- 
out the crib. After the grout boxes had been placed and the crib 
filled with rubble 9-inch triple lap-sheet piling was driven with a 
steam hammer along the outside of the crib from a point opposite the 
downstream edge of the apron to the upstream end of the crib, and 
thence around the end and along the upstream face of the stem. The 
other faces of the crib were sheeted with double-lap 1-inch plank 
driven by hand mauls. The sheet piling was also for the purpose of 



3770 KEPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

preventing leakage under the abutment, otherwise the double sheeting 
of 1-inch plank would have answered throughout. The sheet piling 
as v/ell as the plank sheeting was well spiked to the top timbers of 
the crib. Gravel and earth were then deposited around the crib up to 
the water level for a double purpose, namely, first to prevent the 
grout from forcing its way through the sheeting, and second, to serve 
as a cofferdam when the time came to pump out the crib. Inside the 
above-mentioned grout-distributing boxes were placed grout-feeding 
boxes consisting of smaller open-ended square boxes made of 1-inch 
boards. These boxes, which were not perforated, measured 3 by 3 
inches on the inside and were at first just long enough to reach from 
the bottom to the top of the outside boxes. As the grout rose in the 
rubble, the inside boxes were raised and shortened to compensate for 
the depth filled. B}^ feeding the grout through these smaller boxes, 
which delivered it almost intact at the bottom of the larger perforated 
ones, it had to enter the rubble from below upward, and being twice 
as heav}" as water the filling of all the voids was practically insured. 
Had the grout been poured directh^ into the larger boxes, it would 
have had to fall through a considerable depth of water. Had the 
larger grout V)oxes been omitted, it would have been necessar}^ in the 
first place to have filled the crib as far up as the water surface with 
rubble, and in the second place the grout, being then necessarily sim- 
pl}^ poured on, could not have been relied upon to fill the interstices 
completel3\ For funnels to receive the grout as it flowed from the 
mortar boxes half barrels were placed on the working platform, each 
one with a 2-inch wrought-iron pipe 1 inches long inserted in its bot- 
tom, the pipe extending down into the feeding boxes. There were 
8 mortar l)oxes, 1 by 4.5 by 5 feet in size, made of 2 by 12 inch 
pine, which were supported on legs 18 inches above the floor. Each 
box had two sliding doors at opposite ends, and as the box was tilted 
slightl}^, the grout flowed freely into the short troughs which carried 
it to the funnels. The grout was a 1 to 2 mixture approximately^ two 
level-full barrels of sand being used to each barrel of cement. Later 
the shovelers cast the sand directly into the mortar boxes, 18 shovel- 
fuls being considered equivalent to a barrel of sand. The sand and 
cement were placed in the boxes dry and mixed until the mass became 
a uniform color, then water vras added until the grout was thin enough 
to flow freely, after which a sluice was opened and the grout poured, 
the mixing and stirring being continued both in the mortar boxes and 
in the half barrels as long as there was any grout left. The distribut- 
ing boxes were fed alternately and the progress of the filling watched 
by sounding in them. When the grout had reached the top of the 
rubble, 6 feet below water level, the inclosed area was pumped out 
b}^ means of a centrifugal pump. A stream of water flowing upward 
through the grouted rubble was then discovered near the upstream 
end of the crib. As this water was 8° to 10° colder than the water 
at the bottom of the river, it was evident that a spring had been 
inclosed inside the crib, and its free flow to the river being prevented 
by the sheeting and the back filling, it had forced its way up, main- 
taining an opening for its discharge. The inclosed area was therefore 
allowed to fill again w^ith water and two timber bulkheads 10 feet 
apart were built across the interior of the crib 33 feet from the 
upstream end. The space between these bulkheads was filled with con- 
crete deposited directly in the water. When the resulting cross wall 



APPENDIX A A A TECHNICAL DETAILS. 3771 

was completed, the area on its downstream side was again pumped 
out, and a layer of hand-mixed gravel concrete 1 foot thick was placed 
over the grouted rubble, this concrete being made of 1 barrel of 
cement, 4.5 cubic feet of sand, and 20 cubic feet of river gravel (con- 
taining about 18 per cent of sand). No attempt was made to repump 
the area on the upstream side of the cross wall, this area being 
brought up to the water surface with, concrete deposited in the w^ater. 
This concrete was machine mixed and made of 1 barrel of cement, 5 
cubic feet of sand, and 27 cubic feet of river gravel. This mixture 
was also used in completing the abutment. The interior timbers 
above the concrete were then removed and the superstructure begun. 
The experience gained in putting in this foundation leads to the 
following conclusions: 

First. The grout-distributing boxes might with advantage have been placed closer 
together to more easily enable the grout to fill all the voids. 

Second, The holes in the distributing boxes might with advantage have been 
larger and more numerous, the function of these boxes being in reality e:imply to 
maintain a vertical opening in the rubble, so that the inner box can be raised as the 
grout fills from below. 

Third. The inner or grout-feeding boxes might with advantage have had a smaller 
cross section, thus permitting the grout to reach the bottom in an unbroken intact 
column. 

The superstructure was started 5 feet below the then water level (1 
foot below extreme low water), except at the upstream end of the 
river arm, where it started at water level. The river face of the abut- 
ment is 20 feet long on top and 132 feet at the base, the face being 
battered, not stepped. The stem is a core wall running 36 feet into 
the bank, with embankments on both sides supported by the river 
arms, which are designed as surcharged retaining walls, and have a 
bottom thickness of one-half the height and a top thickness of 4 feet. 
The land side of the river arms and the downstream side of the stem 
are stepped; the other sides are vertical. The crest of the dam is 
opposite the middle of the top of the abutment. The cement used 
was Lehigh Portland, of which one to three briquettes were tested with 
the following results: 

Minimum. 

Tensile strength, 7 davs i 218 251 183 

Tensile strength. 28 days 261 282 242 

Initial set '. 2^59'" 3i' 23"' 2^ 37'" 

Final set 5h 5™ 5^ 53°' 4h 49'" 

Fineness percent.. 92 92.75 91.25 

The river arm of the abutment was prolonged downstream at an 
angle of about 30 degrees by a 200-foot rubble-filled protection crib 
founded on gravel 16 feet below water level and having a top eleva- 
tion of 8 feet above extreme low water. Its object is to form a foot- 
ing for the paving and protect it from direct cutting and eddy attack. 
It was first recommended that the bank be paved to the foot of the 
bend, a distance of 800 feet, but to meet the views of the division engi- 
neer this length was reduced and the bank was graded and paved for 
450 feet below the abutment; also for 100 feet above. A corner crib 
built to the level of the apron was constructed in the angle between 
the dam and the lower river arm of the abutment to prevent the latter 
from being undermined by the washing out of the 3 feet of gravel 



Average. 


Maximum. 


218 


251 


261 


282 


2h59"' 


3h 23"' 


5h5m 


5" 53°' 


92 


92. 75 



H772 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

above the bowlders. The top of the new abutment is l-± feet hioher 
than the crest of the dam, or 12 feet higher than the first abutment 
built, and its stem enters the bank 36 feet instead of 8 feet. The old 
abutment was destroyed when the water reached a level of onl}^ 5 feet 
above the dam. In January, 1904, the river rose to 10 feet above the 
dam without inflicting any injur}' to the present work. 

Extension of Dam JS^o. 1. — In the extension of Dam No. 1 the gen- 
eral design of the original dam as regards type, width of base, etc., 
was adhered to, except that a slope instead of a step dam was built. 
Both types are in common use. Though the step dam is probably 
cheaper and easier to build, all the timbers being square, and though 
the water is broken up and does not reach the bottom with so high a 
velocity and consequent destructive force, yet both the horizontal and 
vertical faces of the steps are subject to pounding. With the slope 
dam the water attains a higher velocitv, yet the increased scour that 
would otherwise result is reduced b}' changing the direction of flow by 
means of a horizontal apron at the foot of the slope, and it is claimed 
that a fill instead of a scour invariabh^ occui"s below the apron. Slope 
dams are more easily maintained and have the important advantage 
over step dams that the pounding action of obstacles dropping from 
one step to another does not exist and that the vertical face is usually 
so low that before the river is high enough to carry much drift the 
backwater from the pool below has risen sufficiently to protect the 
vertical face, so that the debris in any undercurrent that ma}^ exist 
strikes the sloping face, making the blow a glancing one: 

In the first plan submitted for the reconstruction of Dam No. 1 a 
slope dam was provided for and a slope of 1 on 3 was adopted because 
it would conform to the top outline of the original dam, thus involving 
very little change, as the apron, which would be shortened from 16 to 
10 feet, would not have to be raised. A 1 on 3 slope was considered 
sufficiently flat in this instance because of the deep foundation, there 
being 16 feet of water cushion below the dam at lowest stages. This 
slope was not approved, however, the division engineer recommending 
a slope of 1 on 4 because there would result a smoother passage of 
water over the dam. It was accordingl}' built with a slope of 1 on 4, 
which was secured by raising the apron 3 feet, namely, from 1.5 to 
4. 5 feet above low water. The slope timbers are in two lengths, 18 
feet and 16 feet, overlapping each other, and are of white-oak 8 by 12 
inch scantling spaced 1 inch apart to allow the water free access to the 
interior of the dam and also to relieve the sheathing of any stresses 
that might be produced by the suction of the overflowing water or by 
the head produced by leakage into the interior through the backing. 
The toe of the apron was strengthened for four longitudinal courses 
by an extra stringer, so that the top of the vertical face now opposes 
to any eddy attack from belo^v two 10 b}' 12 inch b}^ 20-foot white-oak 
timbers in lieu of one as in the original dam. This precaution w^as 
taken because during a freshet subsequent to the one that destroyed 
the abutment the apron of the original dam was injured, 83 feet of it 
being lifted at the downstream end, the parting of the crib work being 
at 40 inches below the elevation of the apron. In other respects the 
design for the extension was like that of the original dam. 

The main obstacle in the way of easily constructing the extension 
to the dam was the large amount of derrick stone that had been 
deposited around the exposed end of the old abutment to protect it 



APPENDIX A A A TECHNICAL DETAILS. 8778 

and the great masses of concrete from the wrecked abutment 128 feet 
long, practically all of which was in the way. To have founded the 
dam extension on a level bed would have required the removal of at 
least 1,000 cubic yards of these obstructions, at a probable cost of not 
less than $5 per cubic 3^ard, as all of the concrete and most of the der- 
rick stone would have required blasting before removal. It was 
decided, therefore, to remove the large derrick stone and the broken 
concrete above water, but to build the dam around the stone and con- 
crete under water, fitting it as well as possible and anchoring the crib 
to the concrete with iron bolts wherever possible. The holes for 
these bolts were drilled at least 18 inches deep, and after the split 
bolt had been driven down upon the wedge at the bottom the holes 
were filled with cement grout, those below water through pipes. The 
upper end of the bolt passed through a 10 by 10 inch timber and was 
fastened down with nut and washer, the bolts having been cut to the 
proper lengths. 

The portion of the dam extension next to the old abutment thus 
founded, much of it above water, on derrick stone and the ruins of the 
old abutment stem is 59 feet in length, and was the first portion built. 
For the next 70 feet the dam extension rests partly on bed rock 
scoured to 17.5 feet below adopted low water and parti}' on bowlders 
and concrete debris from the old abutment stem. The remainder of 
the dam is on gravel and bowlders 12 feet below adopted low water, 
which was as deep as the dredge could dig, the stage of water during 
the construction of this portion of the dam being about 4 feet above 
low water. After the above-mentioned 59 feet of dam had been con- 
structed work progressed from the other end. While the dredge 
was excavating for the foundation the building of two cribs, each 100 
feet long, was going on in the water about 600 feet above the dam. 
As soon as the cut next the abutment was finished, the first 100-foot 
crib was floated into position and built up until the timber in the crib 
exceeded the average depth of water by about 2 feet. The crib was 
then carefully weighted with stone in such a manner as to keep it 
while settling as nearly level as possible. The rock was placed upon 
planks laid over alternate pens, every other pen being left open. 
After the crib had been weighted on the high points until it would 
sink no more the open pens were filled almost full with rubble, then 
the stone used in sinking the crib was thrown into the nearly filled 
pens, the planks over the other pens were removed, and the timber 
work resumed. The closing crib was 70 feet long, and the bottom 
over which it was built varied from 5 to 21 feet in depth, the varia- 
tion being due to large pieces of the old concrete abutment. Careful 
soundings were taken and the crib built to suit the bottom as nearly 
as possible, but as the largest mass of concrete was near the down- 
stream wall of the dam, this wall had little support from interior tim- 
bers, and to strengthen it a 20 by 65 foot crib was sunk just below it. 
Between this crib and the old abutment closing the gap another reen- 
forcement crib, 20 b}^ 42 feet in size, was built for the same purpose. 
A third crib was built as a protection crib around the two exposed 
sides of the old abutment. It is L-shaped in plan, with arms 42 feet 
and 46 feet long, the latter overlapping the 20 by 42 foot crib. 

The crest, slope, and apron timbers, which were framed as far as 
possible in the yard before construction began, were put on in alter- 
nate 10-foot sections, thus completing the filled sections of the dam 



3774 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 

(except the sheeting of the upstream face) before the others. A 
slope dam being harder to build than a step dam and time being lim- 
ited, this method was adopted as a precautionary measure, in order 
to reduce to a minimum the amount of carpenter work to be done 
after all the pens had been filled with stone. The upstream timbers 
were all laid and toe nailed, those over the filled pens were drift- 
bolted, and those over the empt}^ ones then taken off and laid on the 
dam ready to be put back into their places as soon as the pens were 
filled. The downstream slope timbers and apron sticks not being 
intended to fit closely were not placed in position over the empty pens 
until they could be laid permanently. The timbers were delivered by 
barges and put in place on the dam faster than they could be drift- 
bolted, largely by means of two very simple devices called "raising 
boats." The "raising boat" is merely a 2 b}^ 10 by 40 foot decked 
barge fitted with a crab, an inclined fixed boom with a sheave at its 
upper end, and a piece of f inch or 1 inch manila rope ending in a 
pair of timber hooks. The boom, of about 6 by 8 inch scantling, is 
supported by an A frame near the bow of the boat and securely fas- 
tened to the deck near the stern. It projects about 7 feet beyond the 
bow of the boat and reaches to a height of about 12 feet above water. 
One of these boats was used above the dam and one below. They 
proved very useful, could go where the derrick boats could not go, 
and could have handled the timber for the entire dam if necessar}^, 
though derrick boats, owing to their longer reach, were more useful 
in placing the interior timbers. After the pens had all been filled 
with rubble and the framing completed this extension to the dam was 
quickly sheeted on the upstream side with double lap 2 bv 12 inch 
planks driven by hand mauls to the bowlders, sheet piling not being 
necessary in this case to prevent leakage and scour under the dam, as, 
considering the depth of foundation, the sheeting and back tilling is 
ample protection. 

In placing the back filling a side-dump scow holding about 60 cubic 
yards was used, but owing to its limited capacity and to the necessity for 
quick work, as the pool was filling, decked flatboats 4 feet by 20 feet 
by 100 feet were also employed, the puddle on them being unloaded 
with shovels and with scrapers. The scrapers were of two kinds, first 
the common steel drag scrapers, which, proving less efficient, were 
discarded later for flat wooden scrapers, crude affairs consisting merely 
of a piece of 8 by 12 inch plank 4 feet long beveled at the lower 
edge, which was fitted with two wheelbarrow handles as guides and a 
drag scraper bail for the pulling rope. One barge of 40 cubic 3^ards 
capacit}^ was unloaded in one hour with 2 of these wooden scrapers, 
using 8 men on the barge and 4 on the derrick boat below the dam. 
The derrick engine had 2 winch heads, both of which were used. 

Before the dam extension was built the original dam was changed 
from a step to a slope dam. To do tliis it was necessary to raise the 
apron 3 feet, but the stage of water (3.3 feet above low water) 
remained such as to render it impracticable at an}' reasonable cost to 
make a satisfactory union with the old work if the original plan of a 
timber addition to the old apron was adhered to. A concrete apron 
was accordingly built. A 1:2:5 gravel concrete was used, a 1:2 mor- 
tar being adopted because most of the concrete had to be deposited 
under water. The total length of the dam as rebuilt is 660.5 feet, 
thus affording 336.5 feet more spillway than the original dam. 



APPENDIX A A A TECHJSICAL DETAILS. 



3775 



Sill. — All the extra work contemplated at Lock and Dam Xo. 1 had 
been completed early in December, 1903, when a careful examination 
of the existing conditions on December 23, 1903, led me to direct that 
further work be done at once, the chara(;ter of and necessity for which 
is explained in the following letter submitted b}- me to the Chief of 
Engineers on December 26, 1903: 

I have the honor to forward herewith contour map of the land lying between the 
abutment to Dam No. 1, upper White River, Arkansas, and the hill on the south 
side of the valley, together with a sheet showing profile of ground along the swale, 
or low ground, paralleling the hill, and profile of high ground along right bank of 
Ramsey Slough. This map shows that in three places in the bank of the slough 
there are low places through which the river can flow when the upper pool is at 
elevation 293, i. e., 5 feet higher than the crest of the dam. Before the dam w^as 
built the river did not overflow or run through these low places until an 18-foot stage 
was reached. From June, 1900, to December, 1903, such stage was exceeded for only 
twenty-six days. The building of the dam will, of course, increase the number of 
times that water will flow through these low places. If it be assumed that a depth 
of 5 feet flowing over the dam corresponds in discharge to the quantity of flow in 
open river when it is at 10-foot stage, a basis is obtained for estimating the number 
of times the dam will cause the water to flow through these low places. Using this 
assumption and examining the Batesville gauge records, it is found that the water 
will flow there one hundred and thirteen days now, as against the twenty -six days 
previously mentioned. It is understood that my predecessor considered this low 
ground advantageous because serving as an additional spillway, and that he deemed 
it unnecessary to interfere with the flow there. Nevertheless, an examination made 
by me on the 23d instant convinces me that it should be protected, so tliat these 
high- water washes will not enlarge or deepen should, as is now liable to happen at 
any time, a sudden rise occur. With this end in view I have directed, first, that the 
heads of the washes atB'^, C\ and D-^ be immediately protected with brush and stone, 
and second, that where the high-water washes unite in a broad flat swale some 700 
feet back of the bank of Ramsey Slough a sill 1,000 feet long (sketch inclosed) be 
placed. 

The works at the heads of the washes and the 1,000-foot sill will not exceed $4,300 
in cost, and owing to the existing emergency not permitting of delay, approval after 
the fact is requested for this expenditure, payment to lie made from appropriation 
for improving upper White River, Arkansas, Lock and Dam No. 1 allotment. The 
monoy for this work will come from that saved out of that originally estimated for 
completing Lock and Dam No. 1, the work having been done inside the estimate. 

This brush and stone sill was completed Januar3^16, its construction 
meanwhile having been approved, and on Januar}^ 23 a freshet which 
lasted from January 21 to Januar}^ 29, reached a stage of 16.7 feet, or 
5.7 feet over the sill without inflicting any damage. 

Cost. — The following cost tables explain themselves: 

Loch and Daia No. 1. 



Class of work. 



Labor. 



Surveys, plans, etc $7, 114. 54 

Floating plant and repairs 12, 219. 97 

Bank plant and repairs and prop- I 

erty I 6,340.43 

Lock house and fencing grounds. . 2, 307. 46 

Marine ways and warehouse 794. 89 

Lock, complete 35, 484. 66 

Upper land crib 642. 40 

Lower land crib 508. 48 

Upper river crib 873. 81 

Lowe r river crib 1, 131. 13 

Old abutment, iJicluding bank j 

protection 6,647.60 

Old dam. complete (with change) . 14, 293. 15 
New abutment and bank protec- | 

tion ' 13, 726. 16 



Material. 



§181. 42 
5, 972. 26 

12, 736. 81 

1,757.40 

748. 96 

39, 455. 47 

1,054.15 

286. 90 

1,810.19 

1,590.03 

6, 865. 30 
21,721.32 

9. 981. 52 



Freights. Field total. 



S9. 85 
324. 88 



95. 60 
40.73 
2, 146. 36 
57. 33 
15. 60 
98. 46 
86. 48 

373. 46 
1,181.63 



S7,305.81 
18,517.11 

19,770.11 
4, 160. 46 
1, 584. 58 

77, 086. 49 

1,753.88 

810. 98 

2, 782. 46 

2, 807. 64 

13, 886. 36 
37. 196. 10 

24,250.66 



Little 
Rock 
office ap- 
portion- 
ment. 



S249. 57 
635. 04 

677.84 
142. 12 
54. 13 
2, 679. 44 
59. 91 
27.70 
95. 05 
95.91 



Total 
cost. 



$7, 555. 38 
19, 152. 15 

20, 447. 95 
4, 302. 58 
1, 638. 71 

79, 765. 93 

1,813.79 

838. 68 

2,877.51 

2,903.55 



474. 36 14, 360. 72 
1,293.12 I 38,489.22 

833.40 25,084.06 



3776 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Lock and Dam No. 1 — Continued. 



Class of work. 


Labor. 


Material. 


Freights. 


Field total. 


Little 1 

'^^^^ \ Total 

Office ap-, ^^^tal 
portion- ; ^°^^- 
ment. j 


200-foot protection crib and 450-foot 
revetment 


! 

$3,612.47 : $3,432.56 

15,289.69 1 16,728.51 

1,054.47 : 1,400.48 

722.11 1 1,375.41 
1,646.87 '■: 50.82 


$186. 72 

910,24 

76.17 

74.81 
2.75 


$7,231.75 

32,928.44 

2, 531. 12 

2,222.33 
1,710.44 

241.91 

5,414.33 

4,890.83 

497. 24 


1 
$247.04 S7.478. 79 


New dam, including apron cribs . . 

High-water sills in Ramsey's field. 

Miscellaneous charges (field-office 

supplies, phones, etc. ) 


1,147.34 
86.46 

75.91 
58.43 

8.26 

184.95 

167.07 

16.99 


34,075.78 
2,617.58 

2.298.24 
1,758.87 


Gauges (construction and observa- 


241.91 




250. 17 


General supervision and clerical 
work 


5,414.33 
4,890.83 






5,599.28 


Care of property 






5, 057. 90 


Material on hand Jan. 31, 1904 . 


471.60 


25.64 


514. 23 








Total 


135,007.36 ' 127.621.11 


6,942.56 


269,571.03 


9,310.04 1278.881. 07 













Loch and Dam No. 2. 



Class of work. 



Labor. 



Material. 



Freights. 



Field total. 



Little 
Rock 
office ap- 
portion- 
ment. 



Total 
cost. 



Surveys, plans, etc ' $1, 977. 16 

General supervision and clerical i 

work 1 5, 834. 80 

Care of property 3, 180. 84 

Gauges (construction and observa- 
tion) 662. 25 

Inspection of material 910. 32 

Miscellaneous charges 1, 507. 41 

Moving plant from Lock No. 1 

to No. 2 1, 867. 62 

Floating plant and repairs 9, 429. 79 

Bank plant, including repairs and 

property 6, 656. 36 

Lock house, cistern, etc 1, 848. 98 

Lock, complete ! 39, 455. 44 

Upper land crib 698. 15 

Lower land crib 381. 88 

Upper river crib 1,425.90 

Abutment and crib dam, and bank 

revetment for 9, 814. 83 

250-foot dam on piles, and chang- 
ing in shape 6, 867. 53 

Tramwav from railway to reserva- 
tion .■ 217. 31 

Dam on rock (material and han- 
dling) 2,444.20 

Ban k revetment below lock 528. 03 

Material on hand Jan. 31, 1904 



$1,977.16 ' $173.99 



$47.70 



$2.32 



1,403.52 



68.17 



Total. 



6,532.74 

11,671.83 

1,140.82 

43, 272. 23 

419. 66 

207. 91 

1,967.63 

7, 319. 15 

9, 618. 95 



317.29 

566. 90 
55.41 
2,101.80 
20.38 
10.10 
95.57 

355. 49 

467. 19 



26.20 

616. 49 

17,861.44 



95,708.80 



102,105.27 4,959.31 



1.22 
29.94 
B67.53 



5,834.80 
3,230.86 

662. 25 

910. 32 

2,979.10 

1,867.62 
16, 279. 82 

18,895.09 
3,045.21 

84, 829. 47 

1,138.19 

599.89 

3,489.10 

17,489.47 

16,953.67 

217.31 

2,470.62 

1,174.46 

18, 728. 97 



202, 773. 38 



513.46 
284. 31 

58.28 

80.11 

262. 16 

164.35 
1,432.62 

1,662.77 
267. 98 

7, 394. 74 
100.16 
52.79 
307. 04 

1,539.07 

1,491.92 

19.12 

217.41 

103. 35 

1, 648. 15 



17, 773. 78 



$2, 151. 15 

6,348.26 
3,515.17 

720. 53 

990. 43 

3,241.26 

2,031.97 
17,712.44 

20,557.86 
3,313.19 

92,224.21 

1,238.35 

652. 68 

3,796.14 

19, 028. 54 

18,445.59 

236.43 

2, 688. 03 

1,277.81 

20, 377. 12 



220, 547. 16 



The above figures are final, including all outstanding liabilities 
except as far as Dam No. 2 is concerned, which is not yet completed. 
Apportioning the above items the total costs are as follows: 

Lock No. 1 $118,137.32 

Dam No. 1 160,743.75 

Lock No. 2 136, 753. 31 

Dam No. 2 Not completed. 

Two additional cost tables^ prepared in accordance with mj^ instruc 
tions by Mr. Wm. Parkin, assistant engineer in local charge at Bates- 
ville, are added as appendixes. These tables, which relate only to 



« Not printed. 



APPENDIX A A A TECHNICAL DETAILS. 3777 

Lock and Dam No. 1 (No. 2 not being completed), give the field 
expenses in great detail, showing all unit costs, and, wherever appli- 
cable, the work done per man per da3^ 

Rccommendatio7is. — From my last annual report (for 1903) I quote 
the following extracts: 

Recommendations regarding future operations. — When this project was adopted there 
was no railway in the upper White River Valley above Batesville, and all that sec- 
tion of the country was dependent either upon wagon transportation over mountain 
roads to railways quite a distance off or upon the very uncertain transportation by 
boat down the White Elver to Batesville, where railway connection could be made. 
Neither the large quantities of zinc ore in Marion, Boone, Baxter, Newton, and 
Searcy counties of Arkansas, nor the fine marble beds in this section could be oper- 
ated with profit because no facilities existed for cheap transportation; hence it 
appeared that the improvement of this stream for all the year round navigation 
should be undertaken by the General Government. Batesville, being a railway 
point, and Buffalo shoals being near the southeastern border of the mineral belt, 
were selected as the terminals of the section of the river to be improved. This 
arrangement made the St. Louis, Iron Mountain and Southern Railway at Batesville 
the final carrier of any commerce arising on upper White River and destined to a 
distant point. The White River between Batesville and Jacksonport (38 miles 
below) is not navigable all the year; therefore this project, if carried to completion, 
would make of upper White River an isolated improvement. Having in view only 
the making of an outlet for the upper White River country, and remembering that 
the markets are to the north and east, there would not have been much gained by 
extending this project down to the naturally deep water below the mouth of Black 
River, for Newport would simply have been another point of connection with the 
Iron Mountain Railway system. It is true that a railway connection would have 
been offered at Jacksonport, but at that time the White and Black River Railway, 
which has a terminus there, was only a local road. Railway conditions in the upper 
White River country are different now. The St. Louis and Northern Arkansas Rail- 
way Company has built a road from the Eureka Springs branch of the St. Louis and 
San Francisco Railroad to Marshall via Harrison, thus entering the mineral belt from 
the west. The White River Railway Company, a St. Louis, Iron Mountain and 
Southern Railway enterprise, is now building a road from Batesville, Ark., to Car- 
thage, Mo. This line follows directly up the White River Valley from Batesville to 
Cotter, where it crosses and leaves the White River, entering and passing through 
one section of the mineral belt. During the past }- ear this road was carried from 
about the proposed location of Lock No. 3 to Cotter, and is now operated to Buffalo 
City, the upper limit of this project. Within a short time train service will be estab- 
lished to Cotter, a new town about 1 mile below McBees Landing and 12 miles above 
Buffalo City. These roads of course furnish better transportation facilities than have 
heretofore existed, and it is to be expected that the country will be filled rapidly 
with settlers, and that several small towns will be established. From this probable 
increase in population, and hence in business, it might be argued that commerce on 
upper White River will be increased through the building of these new railways, 
but when one takes into consideration the fact that the final outlet as well as the 
initial inlet to any commerce that may pass over the river is the railway, this argu- 
ment seems unsound. It is hardly probable that shippers will elect to transfer 
freights from a railway to boat for only a short-distance shipment on the river when 
the railway from which it was transferred passes through the same point of destina- 
tion; similarly with commerce originating on Whjte River within the limits of this 
project. If the original loading be on boat it is but a short distance until the freight 
must be removed from the boat and be loaded onto the very railway that passed 
through the point of origin of the freight. These points are very well exemplified 
by the action of the cedar dealers on upper White River this year. For many years 
the upper White River country has been the source of supply for large quantities 
of cedar. This was rafted down the river to Batesville, Jacksonport, and Newport, 
at which points it was transferred to railways for shipment to final destination. But 
now, since train service has been established on the White River Railway, the cedar 
men are buying the cedar delivered at various sidings along the railway, thereby 
saving one handling of the cedar. That there is much mineral, marble, and good 
building stone in the upper White River country there is no doubt; however, no 
great_ quantities of the really valuable natural products of the country lie directly on 
the river. The manganese lies to the north and northwest of Batesville. The Cush- 

ENG 1904 237 



3778 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

man branch of the St. Louis, Iron Mountain and Southern Kailway runs through a 
portion of the manganese district. No river commerce can be expected from this 
source. It would be unreasonable to expect a shipment from these mines to a river 
over which the ores can not be transported, for it is to be remembered that the 
White Eiver between Batesville and Jacksonport is not navigable at all times. The 
phosphate beds which lie about 5 miles from the river are connected to the main 
line of the railway by a short branch line. These beds will similarly not give the 
river any commerce, for the river can not take the material to a market. The lime- 
stone and marble quarries, as well as the limekilns (yet to be established), can net 
be served by the river for the reason mentioned in connection with the manganese 
and phosphate beds. Now, as to zinc. This is supposed to be the most important 
of the, as yet, partially developed resources of the country. 

45- * ^- * * * * 

After the zinc and lead ores are mined they may be disposed of in one or all of three 
ways; first, they may be shipped to the northern smelters; second, they may be 
exported, and, third, smelters can be established in the zinc fields and the ores 
reduced thSre. In the first case, no river commerce will arise, as the river does not 
lie in the route of the shipment. In the second case, the river would lie in the route 
of the shipment if New Orleans were the point from which the export is made, but 
in this case the interrupted navigation between Batesville and deep water below 
Jacksonport would prevent the use of the river. 

«• * * * H- -;$■ 

In the third case, fuel for the smelters would be a source of commerce for some 
transportation line, but not the river, for the coal fields from which the fuel would 
naturally come lie in Kansas and Indian Territory, which are to the northwest, west, 
and southwest of the -zinc fields, again making the river not in the route of ship- 
ments. In consideration of the above it appears that the only commerce to be mate- 
rially benefited by the completion of this project is that arising or that which will 
arise as local business in the valley within the limits of the improvement. In years 
past this has been small, and it is not probable that it will be large for many years to 
come. The valley proper has been settled for a long time and the better portions of 
it have been under cultivation for many j-ears; there can not be any great increase in 
agricultural products over that of past years. It is possible that with the increase of 
population other lines of farming may be entered into and some additional lands put 
under cultivation. This increase of population will also tend to increase the local 
business; however, it is thought that this can not be sufficient to justify the expend- 
iture of $1,600,000 for original improvement upon which the annual maintenance 
cost vrould be considerable. Taking into consideration the transportation facilities 
now afforded the upper White Eiver country and the slight prospect of any material 
increase in the river commerce, it is my opinion that this project should either be 
abandoned upon the completion of the two locks and dams now under construction 
or extended to include the river from Batesville dov>n to the naturally deep M'ater 
below Jacksonport. I must, therefore, in compliance with the law, report that I 
deem this river between Batesville and Buffalo shoals as unworthy of further 
improvement after the completion of Locks and Dams Nos. 1 and 2, and must rec- 
ommend the discontinuance of appropriations for this work after the completion of 
these two locks is provided for. 

I assumed charge of the Little Rock district on April 27, 1901. At 
that time Lock No. 1 and the original abutment for Dam No. 1 had 
both been completed and the abutment for Dam No. 2 had been partly 
completed. This work was inspected by the division engineer on Octo- 
ber 14, 1901, on November 22', 1902, and on April 22, 1903. 



Average costs of crib materials. 

Average cost of riprap delivered per cubic yard. . $0. 74 

Average cost to place riprap do 436 

Average cost of riprap in place do 1. 176 

Average cost of crib timber delivered per 1,000 feet. . 13. 82 

Average cost to place crib timber do 9. 29 

Average cost of crib timber in place do 23. 11 

' Above costs include field supervision and subsistence, but do not 
include freight on timber, which is about $1 per 1,000 feet. 



APPENDIX A A A TECHNICAL DETAILS. 3779 



A A A ig. 

DESCRIPTION OF PLANT AND METHODS EMPLOYED IN BUILDING THE 
CONCRETE SOUTH PIER AT- SUPERIOR ENTRY, DULUTH, AND 
SUPERIOR HARBORS, MINNESOTA AND WISCONSIN. 

[Report of Mr. Clarence Coleman, assistant engineer, to Capt. Chas. L. Potter, Corps of Engineers, 

officer in charge.! 

The following' report of Assistant Engineer Clarence Coleman to 
Capt. C. L. Potter, Corps of Engineers, contains a description of the 
plant and methods employed in buildiDg the concrete south pier at 
Superior Entr}^, Wisconsin. The proposition to build this pier of 
concrete placed in mass under water was submitted in 1902 b}^ Capt. 
(now Maj.) D. D. Gaillard, Corps of Engineers. 

report of mr. clarence coleman, assistant engineer. 

United States Engineer Office, 

Dulutli^ Minn., June 30, 190 J^.. 

Captain; I have the honor to submit herewith m}^ report of opera- 
tions under your direction and in my charge connected with the con- 
struction of the United States concrete piers at Superior Entry, Wis- 
consin, for the fiscal 3'ear ending June 30, 190J:. 

As a part of and accompan3^ing this report are 19 tracings, 31 pho- 
tographs, and 13 tables, all in triplicate and relating to the work under 
construction. 

Under a formal contract with the Lake Superior Contracting and 
Dredging Compan}^ of Duluth, Minn., the dredging of the trench for 
the south pier was completed in August, 1903, 1,618 linear feet of the 
trench, or a total of 122,063 cubic yards, having been excavated. This 
work was performed with a hj^draulic dredge, and the sand excavated 
was deposited on Wisconsin Point at desirable localities, with refer- 
ence to its suitability and convenience for use in the concrete con- 
struction and its utilit}^ in correcting irregularities on the surface of 
the Uliited States lands adjacent to, and lying on, the south side of the 
canal at Superior Entiy, Wisconsin. 

Under formal contract with Hugo & Tims, of Duluth, Minn., the 
work of driving the bearing piles for the concrete south pier was 
accomplished for the length of the dredged trench. (See Sheets I and 
II of the drawings.) The piles were placed by means of a water jet 
and hammer; the}^ were driven butt end down 15 feet in the sand, and 
afterwards cut ojff at — 18' L. W. D., or 3 feet above the bottom of 
the trench. 

Under a formal contract with George A. Wieland, of Duluth, Minn., 
for furnishing and delivering 43,000 cubic yards of pebbles, 8,069.5 
cubic yards have been delivered on the stock pile at the site of the 
work. (See Sheet I and pis. 12 and 13.) 

The Illinois Steel Company, of Chicago, 111. , under their formal con- 
tract for furnishing and delivering 65,000 barrels of Portlant cement, 
have delivered and piled in the United States cement warehouse at 
Superior Entry 9,971 barrels of cement, contained in 39,884 sacks. 
The cost of this cement delivered was |2.17 per barrel, or with a 
10-cent rebate for sacks returned, $1.77 per barrel. The total amount 
of cement on hand from this contract at the beginning of the working 



3780 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

season in 1904 was 20,036 barrels and 515 barrels carried over from 
the concrete pier work at Duluth, Minn. 

The amount of cement used in the work at the close of the fiscal 
year ending June 30, 1904, is 6,532.25 barrels. 

Piles and timber for constructing th*e necessary trestles for this sea- 
son's work, as shown on Sheet I of the drawings, were purchased under 
emergency contracts, and the trestle was completed with United States 
plant and labor on January 13, 1904. (See pis. 5 and 18 and sheet 1 
of drawings.) 

Lumber, iron, and steel were also purchased for the construction of 
molds, mold traveler, material bins and sheds, concrete mixing staging, 
incline trestles for handling materials, etc. 

Ten substructure molds for concrete for use on Section 0-P have 
been completed. These molds are all interchangeable for Section Q-R, 
with slight modifications, and the end pieces are interchangeable for 
Section M-N. Five molds for Section M-N and 12 superstructure 
molds have been completed. (See Sheets VII, VIII, and XII.) The 
mixer staging, with. its inclined trestles from pebble-loading galleries 
and the sand stock pile, sand and pebble bins, cement elevator, and 
measuring chutes have all been built complete. A large mold-setting 
traveler, equipped with a 4-drum hoisting and propelling engine 
capable of transporting, setting in place, and removing the 40-ton 
subaqueous molds, has been built. (See pis. Nos. 4, 6, 8, 15, and 17.) 

About 3 miles of railroad track, with the necessar}^ frogs, cross- 
ings, and switches, has been laid on trestles and shore for the trans- 
portation of plant and materials. (See Sheet I.) A stiff leg steam 
derrick, with 60-foot boom and a capacity of 10 tons, has been built at 
the mold-assembling platform for handling the parts of molds. Tres- 
tles and trucks have been built at the same location for placing molds 
on the mold traveler. 

A track, with 31-foot gauge, has been laid from the assembling plat- 
form out to and over the entire pier trench for the use of the mold 
traveler. 

A pile-driver scow, with pile-driving equipment and steam pump for 
jetting piles, has been built. A pump scow, equipped with 8-incn cen 
trif ugal steam pump driven by a direct connected 7 by 7 inch cylinder 
double engine, has been fitted up for the purpose of leveling the trench 
bottom in setting the substructure molds. 

A steam derrick has been fitted up on a scow 99 by 18 feet for load- 
ing, unloading, and transporting materials across the ba}^ Twelve steel 
concrete buckets of special design for subaqueous concrete have been 
built. (See Sheet XVI of the drawings.) 

An improved cubical concrete mixer has been purchased and installed 
on the concrete mixer staging. (See plate 20.) Twenty dump and 
flat cars for transportation of concrete and materials have been pur- 
chased and are in use. Two steel travelers, 14-foot gauge, self-pro- 
pelling, full circle swing, with capacity of 10 tons, suspended on boom 
31 feet from center of track, have been built and delivered on the work. 

These travelers are elevated on Gantry frames 6 feet 6 inches above 
top of rail to give clearance for locomotives and concrete trains pass- 
ing under them on double tracks without interfering. (See plates 19 
and 24.) Three hand cars for handling materials have been built. 
Two locomotives of special design, with clearances to enable them to 



APPENDIX A A A TECHNICAL DETAILS. 3781 

pass under the steel travelers, have been purchased and are in use on 
the work. (See plate 26.) 

The general plan of the work to be performed can be best under- 
stood by reference to Sheets I and VI of the drawinp^s. 

The concrete south pier, which is now under construction, will be 3,023 
feet in length. The construction is massive monolithic concrete sub- 
structure and superstructure blocks built in place. It is proposed to 
complete 1,600 linear feet of this pier during this season. (For quanti- 
ties of cement, concrete in place, and distribution of same, with propor- 
tions of cement to each cubic foot of pebbles for the substructure and 
superstracture, respectively, see Tables 1, 2, and 3.) The sand used is 50 
per cent of the volume of the pebbles. An inspection of these tables 
will show that of the total amount of concrete required for the south 
pier upward of 80 per cent will be built in place below the water level 
of Lake Superior. The plant for performing this work is all of special 
design, and the work is now sufficiently advanced to fully demonstrate 
the efficiency of the plant. 

The monolithic concrete blocks of the substructure are molded in 
place on and around the bearing piles, which project 3 feet above the 
bottom of the trench. The average load per pile in largest section is 
33 tons. 

Alternate blocks are first molded and the intermediate blocks are 
molded afterwards, using the side pieces of the same molds that are 
used on the isolated blocks. (See Sheets VII, VIII, and X of the 
drawings.) 

The molds for the isolated subaqueous blocks are bottomless boxes 
of trapezoidal cross section built in four pieces, 2 sides and 2 end 
pieces, with a capacity for molding monoliths of concrete containing a 
volume of from 150 to 222 cubic 3^ards. The buoyancy of the timber 
molds is overcome by cast-iron ballast weights. (See Sheet XL) The 
parts of the molds are held together by l^-inch turnbuckle tie-rods 
acting on beams outside of the molds. These tie-rods have eyes at 
each end in which wedge bolts are inserted at the time of erection. 
(See Sheets VII and VIII of the drawings and pi. 7.) When it is 
desirable to remove the molds these wedge bolts are easily removed 
without the aid of a submarine diver, by turning up a nut on the rods 
which form an integral part of the. wedge bolts; this action pulls the 
wedge bolt from the eye of the tie-rods and releases the sides and ends 
of the molds, which are then picked up by the mold traveler and reas- 
sembled on the traveler ready for resetting. (See pi. 22.) The time 
required for removing one of these 4:0-ton molds from a subaqueous 
block and reassembling for resetting rarely exceeds one hour, and has 
been accomplished in forty-five minutes. (See pi. 16.) 

The intermediate molds are assembled, using only the two side 
pieces of an isolated mold; these side pieces are held apart and at their 
proper batter by 6 boxes of 1-inch plank placed transversely across 
and between the sides of the molds; these boxes are 4 inches square in 
inside cross section. The turnbuckle tie-rods (see Sheet XIII) pass 
through the length of these boxes, which act as struts when the tie- 
rod is in tension. (See pi. 25.) The mold is then suspended from the 
mold traveler in such a position that each open end will project about 
1 foot over on the isolated concrete blocks at either end of the mold, 
so when it has been settled by lowering to its proper position the ends 



3782 REPOET OF THE CHIEF OF ENGINEEES, U. S. ARMY. 

of the isolated blocks form the ends of the molds for the intermediate 
blocks. At the proper time the wedge bolts are withdrawn , as described 
for the isolated blocks, and the tie-rods withdrawn from the boxes for 
resetting the mold. 

Plate 25 shows an intermediate mold set up ready for transportation 
to its place in the work. The mold traveler for setting and removing 
molds has proved a most important link in the plant for performing this 
work, working with ease and perfect success in its three functions of 
transporting, setting, and removing molds. The four drums of the 
reversible hoisting engine on this traveler are actuated by a worm 
gear which is positive in its movement either for hoisting or lowering. 
The drums act synchronally or independentl3\ as desired, and perfect 
control is had in maintaining the level of the mold in handling. Speed 
of hoisting, 6 feet per minute. Speed in traveling, 100 feet per 
minute. The suspension of the load is on four hooks depending by 
double steel blocks and five-eighths inch wire rope from four trolleys 
suspended from the truss at the top, and this allows lateral adjustment 
of the molds when suspended. (See pis. 15 and 16.) 

The difficulty of using so broad a gauge as 31 feet on a curve with 
minimum radius of 563 feet has been overcome by the introduction of 
a differential gear in the main driving shaft of the propelling gear, 
which compensates for the greater distance traveled by the wheels on 
the outer rail. The two trusses at the top are supported on four A 
frames resting on trussed chords, and the whole machine is carried on 
6 trucks and 12 double-flanged wheels, 2 to each truck. The four for- 
ward trucks are swiveled on steel bed plates with a 3-inch steel king 
bolt; the two rear trucks are fixed to the chord and have idler wheels 
which slide on steel axles and accommodate themselves to the curves. 
The extreme length of this traveler is 48 feet, and extreme height 4A 
feet above rails. Plate 15 shows the traveler taking a mold at the 
assembling platform. Plate IT shows the traveler on the track as it 
spans the pier trench. Plate 22 shows the operation of setting a mold. 
Plate 23 shows the operation of removing a mold. 

The designs for superstructure molds are shown on Sheets XII, XIV, 
and XV of the drawings, the same general plan for holding them 
together as with the substructure molds, turnbuckle tie-rods being used, 
with the omission of the e\^eholes and wedge bolts. These molds can 
be assembled entire and set in place on top of the substructure blocks, 
aligned, leveled, and then filled with concrete. All concrete for the 
superstructure is mixed with a much smaller percentage of water than 
for the substructure and the concrete is thoroughly rammed with 
40-pound rammers in la3^ers not exceeding 4 inches in thickness. The 
promenades and tops of parapets are finished by laying on the freshly 
placed concrete a layer of mortar not exceeding one-fourth inch in 
thickness, and perfect contact and union of this mortar with the con- 
crete is obtained by superimposing heavy planks 4 inches in thickness 
and ramming them with 40-pound cast-iron rammers until their ends 
are in contact with the ends of the molds. The molds are removed 
from the blocks after fort3^-eight hours, and the blocks are kept wet 
and shaded for not less than ten days after removal of molds. No 
floating of surfaces with mortar is allowed on the blocks; the smooth 
finish on sides is produced by thorough ramming against the inside sur- 
faces of the molds. As described for the substructure blocks, alternate 



APPENDIX A A A TECHNICAL DETAILS. 3788 

or isolated blocks are first built and the intermediate blocks molded 
between the isolated blocks afterwards, using- the side pieces from the 
isolated block molds; these side pieces are held in place b}^ anchor bolts 
set in the isolated blocks, and the anchor bolts are finally cut ofi' flush 
with the surface of the blocks. 

The materials composing the concrete used in this work are water- 
worn pebbles, waterworn sand, and Portland cement. The pebbles 
are obtained from the detritus of the igneous rocks on the north shore 
of Lake Superior for the most part from Flood Bay^ about 30 miles 
northeast of the work. They have their geological origin in the por- 
ph3a-itic, amygdaloidal, metamorphic, conglomerate, and gabro rocks 
which abound on the north shore of Laki3 Superior. The}^ are loaded 
on deck scows by a clam-shell dredge and carried to the work, where 
they are unloaded b}^ a clam shell into a hopper, which feeds an end- 
less-belt conveyor which elevates them to a revolving double cylindrical 
screen. Inside of this screen, water is discharged through a tt-inch 
pipe under a pressure of 600 pounds per square inch, which thoroughly 
separates the pebbles from all extraneous matter. From the screen 
they pass down through an inclined chute into cars, with a capacity of 
4 cubic 3^ards. These cars are then hauled by steam and cable up an 
inclined trestle to an elevation of 65 feet and automatically dumped, 
thus forming the stock pile. (See pis. 12 and 13.) Under the stock 
pile a double-loading galler}^ has been constructed. In the roof of this 
gallery eight chutes are provided, so cars can be loaded by gravit}^ 
through simph^ lifting a door to the chutes; the tracks from the gallery 
lead up over an incline trestle to the bins above the mixer staging; the 
cars are hauled up with a five -eighths-inch wire rope b}" an ordinary 
hoisting engine, dumped into the bin, and returned to the loading 
gallery b}^ means of the drum friction. A system of electric-bell sig- 
nals is used between the loading gallery and the hoisting engine, so as 
soon as cars are loaded they can be quickl}^ elevated to the bins. The 
trains for pebbles consist of two cars carrying 4 cubic yards of pebbles 
at each trip. 

The sand used in the concrete was originally pumped up by a hydrau- 
lic dredge in excavating the pier trench and the harbor basin, and was 
deposited on Wisconsin Point with a view to its use in this construction. 
The sand is elevated to the sand bins over the mixer staging in the 
same manner as that described for the pebbles. The cement is loaded 
on a car in the warehouse, from which a track leads directly out to the 
cement elevator at the mixer staging; here it is placed on an endless 
sprocket-chain bag elevator which lifts it to a platform above the mixer, 
where all of the materials for concrete are assembled. Chutes lead 
from the pebble and sand bins into the mixer hopper and a cement 
chute leads into the hopper from the cement platform. The cement 
is weighed into the chute b}^ sack units. The pebbles and sand are 
measured by cut-offs in their respective chutes as they descend by 
gravity to the hopper of the mixer. The water used is pumped up by 
the sand-hoisting engine from a well into a 1,000-gallon supply tank 
sufficiently elevated on the mixer staging to give ample head in deliver- 
ing it into the mixer. Between the supph^ tank and the mixer and 
connected with both by a 2-inch pipe is an ordinary oil barrel which 
serves to measure the proper amount of water required for any batch 
of concrete. This barrel is arranged with a 2-inch pipe sliding through 



3784 REPORT OF THE CHIEF OF ENGTNEERS, U. S. ARMY. 

a 2i-inch pipe with a stuffing box fixed in the bottom of the barrel; the 
upper end of the pipe is open so the amount of water to be discharged 
depends upon the height of the 2-inch pipe inside the barrel; the end 
of this open interior pipe is adjustable as to height by means of a rod 
and lever, and the values for each elevation or depression of the pipe 
are determined and marked on a gauge, the index being the top of the 
rod which elevates or depresses the pipe. Thus a definite weight of 
water as percentage of weight of cement can be introduced at will into 
the mixer. With the constantly var^^ng hygrometric condition of the 
sand this is a very important function in concrete mixing. When it is 
desired to put the water into the batch, the mixer operator pulls a rope 
which opens a vah^e between the barrel and the mixer and synchronally 
closes a valve between the supph" tank and the barrel; this allows all 
of the water above the top of the sliding pipe in the barrel to be dis- 
charged into the mixer. When the operator releases the pull on 
the valve lever a weight counterpoise pulls it back, closing valve 
between mixer and barrel and sj^nchronalh^ opening the valve between 
barrel and supply tank, thus allowing the barrel to fill read}^ for another 
charge. Head pressure is maintained in the barrel by a 1-inch pipe 
which extends upward to the top of the suppl}^ tank, (See Sheet XIX.) 

The concrete mixer is located immediately under the material- 
assembling platform. (See pi. 20.) It is an improved tj^pe of cubical 
mixer revolving on trunions about an axial line through two diagonal 
corners of the cube. This mixer possesses the advantages of charging 
and discharging without stopping* or variation of speed, and the 
concrete is plainly visible during the entire process of mixing. It is 
self-contained as to action, its impellent being a 7 b}" 10 inch vertical 
single engine with boiler, all fixed to a common frame of steel I 
beams and channels. From an extended average of results this mixer 
has demonstrated its ability to turn out a batch of very perfecth^ 
mixed concrete ever}' one minute and twenty seconds. The mixer 
discharges into a subhopper with a cut-ofi' chute, which discharges 
the concrete into the depositing buckets on cars under the platform, 
at the will of the car tender. As soon as the four buckets composing 
a train are filled they are rapidl}^ hauled b}' a locomotive to their des- 
tination at the work (see pi. 21), where the}' are lowered into the sub- 
merged molds by the steel-traveling derricks (see pis. 16 and 24); these 
buckets are provided each with two canvas covers, in two pieces, quilted 
with sheet lead. The pieces are fastened to opposite sides of the 
buckets, and when in position overlap at the middle of the buckets, 
completely covering the otherwise exposed concrete. 

When the bucket has been set upon the bottom under the water it 
is tripped by a specially designed latch, from which a rope leads to 
the derrick man on the steel traveler. As soon as tripped the buckets 
are hoisted and again placed on their respective cars for return to the 
mixer platform. The canvas curtains described seem to answer very 
fully the purposes for which they were designed and prevent very 
thoroughly any undue washing of the concrete in the act of depositing. 
(See Sheet XIII of the drawings.) Occasionally when an opportunity 
has occurred to allow the top of the concrete in a bucket to be exam- 
ined after being lowered and raised through 23 feet of water, the con- 
crete exposed by lifting the curtains has invariably been found in good 
condition. 



APPENDIX A A A TECHNICAL DETAILS. 3785 

The concrete for the subaqueous work is mixed quite wet in contra- 
distinction to that for the superaqueous work, where thorough rana- 
ming is required. A bucket loaded weighs 13,652 pounds. It is 
believed that repeatedl}^ depositing the laden buckets on concrete 
already placed under water produces as much impact as is desirable 
in the case of subaqueous concrete. It is very seldom that an}" dis- 
coloration of the water from cement is noticeable in the descent of a 
loaded bucket. As an illustration of the working efficiency of the 
plant used on this work it can be stated that the working force of 
laborers and skilled men emplo3^ed at Superior Entr}" averages 55; of 
these 1:3 are engaged on actual concrete work. The remaining 12 
being emplo3"ed in building molds and appliances for future work, 
their wages are chargeable to concrete only through value of plant. 
These 43 men are performing the work of assembling, elevating, mix- 
ing, transporting the materials, setting the molds, and, finally, molding 
in place under water as finished concrete, upward of 1,000,000 pounds 
of materials for each da}" of eight hours. 

The following statement shows the cost of labor, fuel, oil, and waste 
for each operation, and finally the cost of materials for concrete, with 
cost of administration and estimated cost of plant added, per cubic 
yard of concrete for the week ending June 18, 1904. The output of 
concrete for one day of this week was considerably below the average 
of the other five days on account of an accident to plant, so this is con- 
sidered a fair average, taking into account such delays as will prob- 
ably occur. The total output for the week was 1,383 cubic yards of 
concrete in place, and the distribution of cost as follows* 

Pebbles from stockpile to mixer: 

4 laborers, at $2, for 6 days $48. 00 

1 engineman, at |3, for 6 days 18. 00 

Coal, oil, and waste for 6 days 6. 19 

72. 19--1, 383=$0. 0522 
Sand from stock pile to mixer: 

5 laborers, at $2, for 6 days 60. 00 

1 engineman, at $2.50, for 6 days 15. 00 

Coal, oil, and waste for 6 days 4. 96 

79. 96-- 1,383= .0578 

Cement from warehouse to mixer: 

5 laborers, at $2, for 6 days 60. 00^1, 383= . 0434 

Mixing concrete : 

1 engineman, at $2.50, for 6 days 15.00 

1 mechanic, at $2.50, for 6 days 15. 00 



Coal, oil, and waste for 6 days , 7. 



37.72^1,383= .0273 
Transportation of concrete: 

4 laborers, at $2, for 6 days 48. 00 

1 engineman, at $3, for 6 days 18. 00 

Coal, oil, and waste for 6 days 3. 95 

69.95--l,383= .0506 
Depositing concrete in molds: 

4 laborers, at $2, for 6 days 48. 00 

1 engineman, at $3, for 6'dayr 18. 00 

1 rigger, at $3, for 6 days 18. 00 

Coal, oil, and waste for 6 days , 7. 11 

91. ll-:-l,383= .0659 



3786 EEPOKT OF THE CHIEF OF ElfaiNEERS, U. S. ARMY. 

Assembling, transporting, setting, and removing molds: 

4 laborers, at $2, for 6 days ^48. 00 

1 engineman, at |3.25, for 6 days 19. 50 

1 carpenter, at $3, for 6 days . '. 18. 00 

1 mechanic, at $2.50, for 6 days 15. 00 

Coal, oil, and waste for 6 days 8. 35 

108. 85h-1, 383=^. 0787 
Care of tracks: 

I laborer, at $2, for 6 days 12. 00 

1 mechanic, at $2.50, for 6 days 15. 00 

27. 00-^1, 383= . 0195 

Supplying coal: 

3 laborers, at $2, for 6 days 36. 00--1, 383= . 0260 

Blacksmith work: 

1 laborer, at $2, for 6 days 12. 00 

1 blacksmith, at 13.25, for 6 days 19. 50 

31. 50--1, 383= . 0227 
1 water boy, at $0.75, for 6 days 4. 50-^1, 383= . 0032 

Total cost per cubic yard for labor, fuel, oil, and waste 4473 

Taking three-fourths cost of administration for one week is. 1388 

. 5861 
Then, for 1 cubic yard of concrete in place: 

Ten-elevenths cubic yard of pebbles, at $1.085 9864 

Ten twenty-seconds cubic yard of sand, at 00 0000 

1.260 barrels cement, average amount per cubic yard concrete, at $1.77.. 2. 2302 
Original estimated cost per cubic yard for plant 8400 



Total cost per cubic yard for concrete in place 4. 642 



The original estimate on the cost of plant was based upon the 
assumption that the plant would be used for the construction of both 
the south and north piers at Superior Entry, and the depreciation on 
plant at completion of work was fixed at 80 per cent. It seems, how- 
ever, that for the class of machines and material being used on this 
construction the percentage of depreciation in value is too high, and 
that the original estimate for cost of plant per cubic yard of concrete 
will be materially reduced in the actual work. 

Under formal proposals for building in place the concrete south 
pier, in response to due advertisement the lowest bid received was 
that of the Lake Superior Contracting and Dredging Company for 
$7.44 per cubic yard of concrete in place. This bid contemplated the 
furnishing of the sand and cement by the United States. The sand 
having been deposited under other contracts for dredging will not be 
included in the following estimate. The average cost per cubic yard 
to the United States for the cement required for the south pier has 
been shown to be $2.2302. The United States would have been 
responsible for the storage of this cement, the cost of which is shown 
by dividing the amount expended in building warehouse, dredging 
slip, and building wharf, by the total number of cubic yards of con- 

^4 444 91 
Crete required for the south pier. Thus 40^40*79 ~ $0.1045 for each 

yard of concrete. Hence: $2.2302 + 10.1045 + 17. 44 =$9. 7747, which 
is the equivalent of the lowest bid received for this work, or an excess 
of $5.13 per cubic yard of concrete in place over the present cost, as 



APPENDIX A A A TECHNICAL DETAILS. 3787 

shown by the foregoing illustration, when performed with United 
States plant and hired labor. As a further illustration of the differ- 
ence in cost with United States plant and hired labor as against the 
lowest bid for performing this work, it can be stated that the total 
amount of concrete molded in place for the month of June is 4,537.62 
cubic yards, and 4,537.62 X $5.13= ^23,277.99, which represents the 
economy to the United States in this work for the month of June, 
004, as compared with the lowest bid of |9. 775 per cubic 3^ard. 

It is ver}" gratif3^ing to be able to report that the entire plant for 
performing this work has at this date been proved in actual practice, 
and notwithstanding much of it is of entirely original and novel 
design, it has worked in a most satisfactory manner. The question 
of handling, placing, and removing the large subaqueous molds with- 
out the aid of submarine divers has been most satisfactorily solved 
b}^ the special devices designed for accomplishing the work. 

At the close of the fiscal year, 33 of the subaqueous substructure 
blocks on Section 0-P have been built, with a total of 4,598.42 cubic 
5^ards of concrete-batch measurement, equal to 5,058.26 cubic yards in 
place. 

The classification of completed blocks is as follows: 

1 P. C. angle block. 
1 standard angle block. 
4 intermediate blocks. 
27 isolated blocks. 

The cement used in this work is Universal Portland cement, manu- 
factured by the Illinois Steel Company, at South Chicago, 111., and 
fully meets the requirements of the standard specifications of the 
United States Engineer Department. 

The sources of supply for sand and pebbles have been before 
described. The pro])ortions of the dry aggregates composing the 
subaqueous concrete are as follows: 

By weight: Cement to sand, 1 to 2.729; cement to pebbles, 1 to 5.775; cement to 
sand and pebbles, 1 to 8.504. 

By volume: Cement to sand, 1 to 2.50; cement to pebbles, 1 to 5; cement to sand 
and pebbles, 1 to 7.50. 

And for the superaqueous concrete: 

By weight: Cement to sand, 1 to 3.405; cement to pebbles, 1 to 7.218; cement to 
sand and pebbles, 1 to 10.623. 

By volume: Cement to sand, 1 to 3.12; cement to pebbles, 1 to 6.25; cement to 
sand and pebbles, 1 to 9.37. 

The weight per cubic foot of cement assumed as 100 pounds. 
The weight per cubic foot of sand determined as 109.16 pounds. 
The weight per cubic foot of pebbles determined as 115.50 pounds. 
The fineness of sand used in this test was as follows: 

Per cent. 

Passing No. 50 sieve 24. 

Passing No. 30 sieve 70. 9 

Passing No. 20 sieve 84. 8 

Passing No. 10 sieve 92. 6 

Passing No. 6 sieve 95. 4 

Passing No. 4 sieve 96. 3 

Retained on No. 4 sieve 3. 7 



3788 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Specific gravity of solids composing sand as determined with Le 
Chatelier apparatus was 2.69058. 

^= Specific gravity of a volume of loose particles. 
^' = Specific gravity of solids composing volume. 
m= Weight of a cubic foot of water. 
^(J= Weight of loose particles in any given volume. 
^^' = Weight of a solid of equal volume. 
^= Percentage of voids in the volimae of loose particles. 

Then — — q and r/Xm — — • 

q' X wi — — 

w' — io 
n- ^. 

Specific gravity as determined for loose sand considered as a volume 

— was 1.741. 
vm 

Weight of 1 cubic foot of dr}^ sand measured 109.5 pounds. 

Weight per cubic foot of solids = 2. 69058x62. 5 = 168. 161 pounds. 

Weight per cubic foot of loose sand =1.711x62.5 = 108.819 pounds. 

T3 . 4 'A ' A 168.161-109.16 ^.^^ 
Percentage or voids m sand= -.^o -. />-■ = 3o.08 per cent. 

The fineness of pebbles was from one-fourth inch to 3 inches. The 
specific gravity of the solids composing the pebbles as determined with 
the Le Chatelier apparatus was 2.67857. 

Weight of 1 cubic foot of dr}^ pebbles measured 116 pounds. 

Weight per cubic foot in its solidity=2.67857x 62.5 = 167.111 pounds. 

Specific gravity of a volume of loose pebbles —=1.84 and weight 

per cubic foot of loose pebbles =1.84x62.5 = 115 pounds. 

T3 . ^ 'A ' ^.^.^ 167.411-115.5 ^_, 
Percentage oi voids in pebbles = TaYTTi ~^1 P^^' cent. 

The testing of materials for concrete has been regularl}^ prosecutec 
during the j^ear. 

Briquettes made 2, 882] 

Briquettes broken 3, 567 

Tests for fineness of cement 105 

Tests for time of setting and constant volume 402] 

Tests for specific gravity of cement 13 

Table 42 shows original tests made on Universal Portland cement as 
it was received during last season and tests on samples taken from the 
sacks in warehouse after being exposed to atmospheric influences from 
four to ten months. The results obtained on retest show a percentage 
of increase in tensile strength amounting to 17.4 for the seasoncci 
samples at seven days and an increase of 9.5 per cent for the same 
samples at twenty-eight da3^s. 

The conditions for storage were not favorable, the warehouse being 
located between Lake Superior and Allouez Bay, on Wisconsin Point, 
where much dampness prevails. 

Table 43 shows comparison of results obtained in making tests on 
cement in perfectly good condition and cement that had been exposed 
in sacks to dampness until caked hard. The caked cement was pul- 
verized and treated exactly as 1, 2, and 3 with the results given. 



APPENDIX A A A TECHNICAL DETAILS. 3789 

Tables 37 and itt show results obtained with freezing tests, the object 
bein^y to determine the cause of the great increase in the tensile 
strength of ice as produced when fineh^ divided particles were intro- 
duced into the water before freezing. From the results obtained 
with absorbent cotton, in Table 37, it is believed that the increase in 
strength over the pure ice briquette is due solely to the interference 
by the fibers of the cotton with the normal arrangement of the ice 
crystals, causing them to assume very irregular positions, and by so 
interlacing greatly increasing the strength of the frozen briquette. 

In the case of the finely divided sand, Table 44, the same inter- 
ference is intensified and still greater strength obtained. 

Table 16 shows results obtained Avith three different sands sieved to 
conform each to the other in fineness. It has been a prevalent belief 
that the sand from the copper stamp mills in the vicinit}^ of Houghton, 
Mich., possessed some peculiar virtue on account of its chemical com- 
position. This comparison of copper sand with trap sand stamped in 
a mortar and Superior entry sand was made to determine whether the 
higher results generally obtained with the copper sands were due to 
chemical or granulometric conditions. The results seem to indicate 
that it is the latter condition which determines the results. 

The results embodied in Table 13 were intended to determine the 
proper percentage of water for a mortar of Portland cement under 
conditions similar to those occurring on the work, and for this reason 
the mortar was allowed to stand thirty minutes before being put into 
the molds. 

Table 10 shows a comparison of concrete, mixed with shovels on a 
platform, with concrete mixed in a batch-mixing machine. 

Table 9 shows a comparison as between the value of coarse and fine 
pebbles for construction, the pebbles denominated as coarse were from 
one-fourth inch to three-fourths inch in diameter. The fine pebbles 
were from one-sixteenth inch to one-fourth inch in diameter. 

Table 8 is a comparison between a clean sand and a sand carrying a 
small percentage of red clay. 

Table 7 shows results obtained in making a test to compare results 
obtained with concrete taken from the mixing platform and treated by 
the ordinary laboratory method. With the same concrete treated as 
it would be on the work, where it is kept covered with damp cloths for 
ten da3^s and then exposed to dry air, the conclusions are very favor- 
able for the treatment on construction. 

Submitted herewith is a key to the letters designating brands of 
cement described in the accompanying tables. 

I have been very ably assisted on the work under my charge by 
Junior Engineers M. W. Lewis and G. A. Taylor, 

No accidents involving serious injury to employees or loss of prop- 
erty have occurred, and no violations of the laws of the United States, 
otherwise than those reported, have been observed. 
Very respectfully, 

Clarence Coleman, 

Assistant Engineer. 

Capt. Chas. L. Potter, 

Corps of Engineers. 



3790 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

CONCRETE SOUTH PIER, SUPERIOR ENTRY, WISCONSIN, FEBRUARY, 1904. 

Table 1. — Substructure. 





Concrete. 


Cement. 


Kind of block. 


Subaque- 
ous cubic 
yards in 
1 block. 


Num- 
ber of 
blocks. 


Total cubic 
yards. 


Number 
of bar- 
rels in 

1 block. 


Num- 
ber of 
blocks. 


Total num- 
ber of 
barrels. 


Pounds 
per cu- 
bic foot. 


Section M-N: 
Regular- 
Isolated . 


75.66 
76.35 
74.22 

150. 35 
151. 67 
147. 74 
149. 04 
150.21 

196.22 
197. 54 
222. 28 
212. 72 

467.85 
421. 67 
467. 11 
416. 65 


6 
11 

5 

37 
44 

6 

1 
1 

36 
35 

1 
1 

1 
2 
1 

1 


453. 96 
839.85 

371. 10 

5, 562. 95 

6, 673. 48 

886. 44 

149.04 

150. 21 

7,063.92 

6, 913. 90 

222. 28 

212. 72 

467. 85 
843. 34 

467. 11 
416. 65 


108. 95 
109. 94 
106. 88 

216.50 
218. 40 
212.75 
214. 62 
216. 30 

282. 56 
284. 46 
320. 08 
306. 32 

673. 70 
607. 20 
672. 64 
599. 98 


6 
11 

5 

37 

44 

6 

1 
1 

36 
35 

1 
1 

1 
2 
1 
1 


653.70 

1, 209. 84 

534. 40 

8.010.50 

9, 609. 60 

1,276.50 

214. 62 

216. 30 

10, 172. 16 

9, 956. 10 

320.08 

306. 32 

673. 70 

1,214.40 

672. 64 

599. 98 


20 


Intermediate 


20 


Angle 


20 


Section 0-P: 
Regular- 
Isolated 


20 


Intermediate . ... 


20 


Angle 


20 


P. C. Block 


20 


Block No. Ill 


20 


Section Q-R: 
Regular- 
Isolated 


20 




20 


Block No. 112 


20 


Block No. 184 


20 


Section S-T: 

Block No. 185 


20 


Block No. 186 or 188 

Block No. 187 


20 
20 


Block No 189 


20 






Total . . .... 




189 


31,694.80 




189 


45,640.34 













375 pounds of cement is taken as 1 barrel. 

20 pounds of cement per cubic foot = 540 pounds per cubic yard. 



Table 2. — Superstructure. 
CONCRETE. 



Kind of block. 


Cubic yards in 1 block. 


Num- 
ber of 
blocks. 


Totals in pier, 
classified. 


Total 


Subaque- 
ous. 


Super- 
aqueous. 


Total. 


Subaque- Super- 
ous. \ aqueous. 


concrete. 


Section M-N and 0-P: 

Regular (12.83 feet) 


10.37 
10.24 
8.27 
10.11 
10.24 
10.36 
10.37 
10.37 

14.09 
12.26 
14.09 
14.09 

36.06 
36.07 
36.07 
36.07 
22.32 


27.08 
26. 73 
21.59 
26.60 
26.84 
24.14 
22.89 
33.47 

35.68 
31.05 
33.48 
46.56 

254. 54 
173. 04 
176. 06 
181. 74 
176. 39 


37.45 
36.97 
29. 86 
36.71 
37.08 
34.50 
33.26 
43.84 

49.77 
43.31 
47.57 
60.65 

290. 60 
209.11 
212. 13 
217. 81 
198. 71 


107 
11 
7 
11 
1 
1 
1 
1 

83 
•7 
1 
1 

1 
1 
1 

1 
1 


1,109.59 
112.64 
57. 89 
111.21 
10. 24 
10.36 
10.37 
10.37 

1, 169. 47 
85. 82 
14.09 
14.09 

36.06 
36. 07- 
36.07 
36.07 
22.32 


2,897.56 

294. 03 
151. 13 
292. 60 

26.84 
24.14 
22.89 
33.47 

2, 961. 44 

217. 35 

33.48 

46.56 

254. 54 

173. 04 
176. 06 
181. 74 
176.39 


4, 007. 15 


Regular (12.67 feet) . . . . 


406. 67 


Regular (10.23 feet) 


209. 02 


Angle, regular 


403. 81 


P. C. angle block 

Stairway block No. 1 

Stairway block No. 62 

Stairway block No. 140 

Section Q-R: " 

Regular (12 83 feet) 


37.08 
34.50 
33.26 
43.84 

4, 130. 91 
303. 17 


Regular (11.17 feet) 


Entrance No 141 


47.57 


Stairway block No. 232 

Section S-T: 

Block No. 233 


60.65 
290. 60 


Block No. 234 


209. 11 


Block No. 235 


212. 13 


Block No. 236 


217. 81 


Block No. 237 


198. 71 






Total 








237 


2, 882. 73 


7, 963. 26 


10, 845. 99 

















APPENDIX A A A TECHNICAL DETAILS. 3791 

Table 2. — Svpersiructvre — Continued. 
CEMENT. 





Number of barrels in 
1 block. 


Num- 
ber of 
blocks. 


Number of barrels in pier. 


Pounds per 
cubic foot. 


Kind of block. 


Sub- 
aque- 
ous. 


Super- 
aque- 
ous. 


Total 

barrels 

in 1 

block. 


Subaque- 
ous. 


Super- 
aqueous. 


Total in 
pier. 


Sub- 
aque- 
ous. 


Super- 
aque- 
ous. 


Section M-N and 0-P: 

Regular (12.83 feet) .. 

Regular (12.67 feet) .. 

Regular (10.23 feet) .. 

Angle, regular 

P.O. angle block 

Stairway block No.l.. 

Stairway block No. 62. 

Stairway block No. 140 
Section Q-R: 

Regular (12.83 feet) .. 

Regular (11.17 feet) .. 

Entrance No. 141 

Stairway block No. 232 
Section S-T: 

Block No. 233 


14.93 
14.75 
11.91 
14. 56 
14. 75 
14. 92 
14.93 
14.93 

20.29 
17. 65 
20.29 
20.29 

51.93 
51.94 
51.94 
51.94 
32.14 


31.20 
30.79 
24. 87 
30.64 
30.92 
27. 81 
26.37 
38.56 

41.10 

35.77 
38.56 
53.64 

293. 23 
199. 34 
202. 82 
209. 36 
203. 20 


46.13 
45. 54 
36.78 
45.20 
45.67 
42.73 
41.30 
53.49 

61.39 
53.42 

58.85 
73.93 

345. 16 
251. 28 
254. 76 
261.30 
235.34 


107 
11 

11 

83 


1,597.51 
162. 25 
83.37 
160. 16 
14.75 
14.92 
14.93 
14.93 

1,684.07 
123. 55 
20.29 
20.29 

51.93 
51.94 
51.94 
51.94 
32.14 


3, 338. 40 

338.69 

174.09 

337.04 

30.92 

27.81 

26.37 

38.56 

3, 411. 30 

250. 39 

38.56 

53.64 

293.23 
199. 34 
202. 82 
209. 36 
203. 20 


4,935.91 

500. 94 

257. 46 

497. 20 

45.67 

42. 73 

41.30 

53.49 

5, 095. 37 

373. 94 

58.85 

73.93 

345. 16 
251. 28 
254. 76 
261. 30 
235. 34 


20 
20 
20 
20 
20 
20 
20 
20 

20 
20 
20 
20 

20 
20 
20 
20 
20 


16 
16 
16 
16 
16 
16 
16 
16 

16 
16 
16 
16 

16 


Block No 234 


16 


Block No. 235 


16 


Block No. 236 


16 


Block No. 237 


16 








Total 








237 


4,150.91 


9,173.72 13.:^24. 63 























20 pounds of cement per cubic foot of concrete 
16 pounds of cement per cubic foot of concrete 
375 pounds of cement is taken as one barrel. 



=540 pounds per cubic yard. 
=432 pounds per cubic yard. 



Table 3. — Distribution of concrete and cement. 
CONCRETE. 





Subaqueous. 


Total, sub- 
aqueous. 


Super- 
aqueous 
in super- 
structure. 


Total con- 


Section— 


Substruc- 
ture. 


Super- 
structure. 


crete in 
section. 


M-N .... 


Cubicyards. 

1,664.91 
13, 422. 12 
14,412.82 

2, 194. 95 


Cubicyards. 

278. 17 
1,154.50 
1,283.47 

166. 59 


Cubicyards. 

1,943.08 
14, 576. 62 
15,696.29 

2, 361. 54 


Cubicyards. 

121. ze, 
3, 015. 30 
3, 258. 83 

961.77 


Cubicyards. 
2, 670. 44 


0-P 


17, 591. 92 


Q-R 


18, 955. 12 


^-T : ::::::::::::::...:: 


3, 323. 31 






Total in pier 


31,694.80 


2, 882. 73 


34, 577. 53 


7, 963. 26 


42, MO. 79 



CEMENT. 





Subaqueous. 


Total in 
subaque- 
ous. 


Super- 
aqueous 
in super- 
structure. 


Total 


Section— 


Substruc- 
ture. 


Super- 
structure. 


cement in 
section. 


M-N 


Barrels. 

2,397.44 
19.327.52 
20; 754. 66 

3, 160. 72 


Barrels. 

400. 54 
1,662.28 
1,848.20 

239. 89 


Barrels. 

2, 797. 98 
20,989.80 
22,602.86 

3, 400. 61 


Barrels. 

837. 96 
3,473.92 
3,753.89 
1,107.95 


Barrels. 
3, 635. 94 
24, 463. 72 
26 356 75 


0-P ... 


Q-R 


S-T 


4,508.56 




Total in pier 


45, 640. 34 


4, 150. 91 


49,791.25 


9, 173. 72 


58 964.97 







3792 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



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3798 



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APPENDIX A A A TECHNICAL DETAILS. 



3795 



Tempera- 
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3796 REPORT OF THE CHIEF OF ENOINEERS, U. S. ARMY. 



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Xq :juatii8D jb X oj sjjBcI 


<i 


CO 


cococoeocooocococococooococccococococo 


i 


•aAOis 05 'ONI Suissijj 


6 


^•§ 
^'^ 


ic id lO id l6 ic id lO lO lO "O lO Lf: lo id ic lO us ic 


•3A91S OS "ON SuiSSVd 


s 


Ji 


lOlOiOiCiCiOLCiOiOiOiOlOiOiOiOlOiCiOiO 


•9A0IS OS 'OxSL SUISST?(I 


s 


.o 


ooooooooooooooooooo 




cd d td to 'j5 d --d tc -d >g ^ o -d CO cd cd «5 «; d 


•aAais 01 'ON Suissnj 


^ 




ci c^ ?4 oi c-i c4 c4 cj c^" c^' c^' c^ c-i c^' oj c^i (>i c-i c4 


•aA9is f -on SuissBj 


-« 


^1 
a; 


oooggogogoooooooooo 




•.{^lAtuS oypads 


•^ 


oo 


ODOOQOOOGOQOOOOOXGOOOOOOOOOOCOOOOOOOO 
1^ l^ t^ l^ t^ t^ l^ t^ t^ 1^ l> 1> t^ 1^ l> l> I> l^ Ihi 

o -X) o CO o -o -o -o 50 CO ;o o -x> -o CO o o o CO 
c^ (N c-i c<i oi i^" •m' ol oi c^ oi c-i oi oi c^' oj (N c^ oj 


-d 
5 


•^ 


o .::::::::::::;;:::; : 

"f^t: 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 

^^ \\\\\\\\\\\\\\\\\\\ 
m :::::;;:::;:::::::: 




1 


•9A9IS OOS 'ON SUTSSBJ 


^ 


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COOOOOOOOOaOOOOOCOOOOOQCOOOOOOOOOOOOOO 

[:!::[::■ f: E: [:: ^ ^' p: E: ^ r: [:![:: i:i [:!{:: f: [: 


•oA9[S00r-ONSuissB<i 


!i 




gggoggogoggoooggggg 




S 


•9A9XS OQ "OM SUTSS-BJ 


"-; 


a 


o> Oi o^ o^ <yi o> ^ o^ o^ o^ o^ o^ oS 03 o^ cb 05 O^ Gf> 


a 

O 


a-s 


•punod I SuiqgpAV 
'9JIAV qoux-"!^ JB9q ox 


■ij 





iiiiiiiililiiiiiili 


•punod i SHiqgi9AV 

•9JTAV qOUl-^x^ JT39q OX 


ti 


d^ 


sssssssssssssssssss 


•.^^lAiijS oijToads 





s 

CO 


lliiisiiiilsilislli 

cococococdojcoco'cocococccococococdcoco 1 


2 


^' 


3 

1 


ooooooooooooooooooo 
'OTJTJT^'O'd'CTS'd'O'O'O'C-O'a'a'^'O'C 


•paBia 


d 


^-Z 


G'3?3?C?0 C?G?(y3?0'3'G'0'a?G?3'C?C?C 


•oouoiajaH 




<M CO Tf lit '^ I- 00 CT> O rH Cl CO rt< iC CO 1- DC OS O 


i-l.-i.-lr-lrl'-lr^rHrti-l . 



APPENDIX A A A TECHNICAL DETAILS. 



3797 





•iluBX 


u 









1 


•jaiiJM 


^ 


fe;sggg52s.og.o.oggg^.o 


•raooy^ 


H 


f*,'oooo>oooooioccooioaooc>cooooin 
Q <o ^ o -o y^ «o -x; -o us o -o ^ 50 «o «5 


Tensile strength. 


•paSBjaAB 
sa^ianbijq jaqniu^ 


i 


uiicicioiciouoiciomioio 








•jsaAvoi 


^ 


CO-^O^i-HiOaCtCCO0OC^.-(-* 
rH O CO (N CO l"^ "^ l'^ Tt< r^ ^ ^ 

cc-^eoTOiOiCcot-iCcot^ 








•:>saqSiH 


s 


coiori^S«5(oa>aJtDOJ00 








•uBaM 


"" 










•u95iojq uaqAV aSy 


c. 


i»0C>^00G00tH'00S0C 

-a : :S : :S ::>.::>. : 

I>...(M.HD';r-l'|C<l| 




•apBTn o^T?a 


1^ 


<Meo-<*<c<icOTj<cvjcoTf<c<ico-*(Nco^ 










^ 


<Meococicococacoeo(NcocoiMco« 




l:^0505t^050^I>05a5I:-0i05^-05a■ 




1 


iqSiSAV 
iq luatnao jb t oj s:>jt?cI 




cocoeocococococoeococoMcococo 


i 


•aAais 09 -ON SuissBd; 


d 


.^Mcococococococococococooocco- 




00 00 OO 00 00 00 00 00 00 00 00 00 00 00 OC 




•aAais 08 -o^ Suissbj 


S 


^^^^^^^^^^^^^^^^ 




'^oooo-oooooo'odooodoooocoodooodGC 




•aAats 02 -ok Sutssbj 


S 






"^ ^^ ^^ ^^ ^ ^ ^ ^^ ^ ^ ^ ^ ^ ^- ^ ^^ 

nj CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO 


•aAais OT -om Suisbbj 




^ooooooooooooooo 
o^doddooooooooodo 

•S I> t- 1- l^ t^ t- C- t^ l> l^ l^ t^ t> t^ 1> 


•aAais f •OK Suissvj 


-ii 




•iliATjjS oypsds 


•^ 


C--i05C>I:^iOt0 1.-^iOOt^iOtOI>iOtO 






•pui3 


•^ 


aicHCiccHdccHdaJHdaJHd 






•aA9is 003 -ON SaissT?,! 


.<■ 


P.ct. 

74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 
74.00 


•aAais 001 -OK Suisstjj 


ci> 


P.ct. 

88.50 
88.50 
88.50 
88.50 
88. 50 
88.50 
88.50 
88.50 
88.50 
88.50 
88.50 
88. 50 
88.50 
88. 50 
88.50 


•aAais 09 "OK Suissbj 


•^^ 


^^t^^^^^^^^^Z^^^ 






flH*gg§gg?ggs^g§gggg§ 


s 

o 




•punod I SuiqSiaAV 
9JIAV qoui-*x^ jtjaq ox 


^ 


5^ l~— l"^ t^ t"^ l"^ t>. t-— t^ t--» f^ t^ f-i. I^^ f-^ I;-, 


•punod i SuiqSraAV 
ajiAV qDui-2if jBaq ox 


tj 


•^aiOio^a^ai'Siaia^'^aiOiaicnoiai 






•X^iaujS oyioadg 


^- 


||illioS§§sssss 


cocococccococoeococococococooo 


•puiM 


O 














ci66666666666666 

1 i i i M i i 1 ! i i i I ^ 






•puBja 


e 




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<y&<y&&&&d<yd&d<y<y& 






•aouajajan 




r-l<MeOTj<i.COt^QOOiO.H(MeO-^iO 



3798 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Table 87. —1902. 



Reference 

No. 
briquets. 


Tensile 
strength 
per square 
inch of bri- 
quets con- 
taining 2 
grams of 
absorbent 
cotton. 


Mean 
tensile 
strength of 
three bri- 
quets. 


Tensile 

strength 

per square 

inch of 
pure-ice 
briquets. 


Tensile 
strength of 
halves of 
ice bri- 
quets 
frozen to- 
gether. 


Date made. 


Temper- 
ature 
room 
where 
made. 


Remarks. 


a. 


5. 


c. 


d. 


e. 


/• 


g- 


h. 


1 


500 
477 
337 








1902 


°F. 


Swelled in center 


2 








Jan. 27 
10.30 a.m. 


-15 


Do. 


3 


438 






Do. 


4 


142 




Cracked length- 


5 






104 






wise of bri- 
quet. 










i 





Note. — First 3 briquets made by placing 2 grams of absorbent cotton in each of 3 molds, then filled 
with water and let stand 90 minutes till broken. Fourth briquet made by tilling mold with pure 
water and let stand a few hours, then broken. Fifth briquet composed of halves of ice briquets 
frozen together at small section. 



APPENDIX A A A— TEOHNTOAL DETAILS. 



3799 



5 

bo 



a 


6 

bo 


i 


•paSuaaAB jaqrauM 


V. 


'^ 




•aidoi'Bsa'a; 


< 




coco-i<eoeoeo-^co-*cocoeo-^'^eo-^cocococo-»< 


•paSBiaAB jaqranisj 


a; 


<M 


(NOJ<MiN(NC^<MC<IIN(N(M'M'MC^C^C-IC^C^ri!MC^ 


•jsa; ;sjij 


^ 


« 


coc^iTj<t^iCiooiC3i.-ii^»-<i<coo5a>cot^o.-irH 
cOcr>i-m>oacco-t<Ococo.-i0.r:r«D^05toSaCrH 
cocococococococo-rcocCTi<t<coco-<*<coeoeoco-^ 




•paSBiaAB jaqran^ 


^^- 


*"■ 




•aidniBsa'}! 


io 


1 


l05Dl^OlOt^C^>OMCO--OCOaCCOOXC^05iCC^r-( 

iOtoiCaDiCi-i-~C3-t<-^'*cO'oai--icoa5co-^i-icft 

C^ !N M (M C^ ?^ ■M C^ OJ CO C-J -M C^l 0^ -M CO ^J C^ C-l CO Ol 


•paSBjaAB jaqmnjsj; 


e 


Ol 


o^!^^c^(Nc^'^^c^c^'^^c^'^^-N(^^(^^(^^c<ll^^c^(^^(NC^ 


•:jsa; ^sjrj 


N 


S 


ot^oocoiocco^-jst^coocoirtcot-r-it-r^oi 


•aidmBs -OiSi 


?s, 


CO 


COCOCOCOCOCOCCCOCOCNCO'NtNlMiOiOiniOiOlOlO 


§5 


•paSBjaAB jaquinN: 


H 


i-H rH i-H >-( T-l r-H r-( rH .-1 r-l — I ,-1 T-l rH 1-1 rH iH r-H ,-( tH rH r-l 


•aidniBsag; 


^ 


^ 


lOi— iiOI:^i^OTj<C0iOG000C0^-*Or^T-iCDOrH03 
OOOTt<(NC:i^COO-3't^O^MiM<35COO>r-(i-iS,-ir- 
(MCOCOCO^COCOCOCO-*CO'3<^C0'3<CO^rfeCCOeO 


•paSBjaAB laqraniVf 


^ 


C^ 


C^C^Oac^!MCa(N<N'MCq<N!MC^O)C^'NCMC^C^(NM 


•jsaj %siis. 


s 


S 


C0COC0COC<»C0C0COCCC0^4C0COC0C0C0COC0C0C0CO 


l> 


•paSBjaAB laqxnnj^ 


-• 


tH r-l r-l i-H r-( t-I r-l rl i-H 1-1 t-I i-i ,-, >-( ,-1 i-H ,-1 ,-1 ,-i r-i r-l rH 


•aiduiBsaa 


cc- 


1 


c^cooocOr-itOiCT^i>iOoooooi>^'#c)OOTj<r^ 

iHOTfl-^OOOCTSi— IC0eOC^C0C0-<J<C0O5i— 1.— (lOCOtO 
C^(NC^<NT-(<N.H(MC<ICOC->COeO<NeO<NeOCOOI01!N 


•paSBiaAB jaquinN: 


c^ 


C^ 


(M(M(N(NC^(N(N(NMC^(N(M(M(NC<IC^C^C^(M(N(N 


isai %sxu 


&< 


s 


T--lrHCN(Nr-l(NC^C-JC^)C^l!NC<l(MiMC^c5r-ii-HC^CSIC^l 


•aiduiBS •ojs[ 


si< 


2 


^Emiiimmmm 


25 


•paSBjaAB jaquint^ 


O 


"^ 




•aiduiBsaH 


^ 


^ 


coTTiot^coooi— llOTt^ooa5I^^■^^oa>c^^—^coail— irH 
eocoeoeococococococococococoiMcocococ^jcoco 


•paSBiaAB jaqninx 


S 


?a 


(NC^(N(N(N(N<N(M(NC^OJC<l<M(NC^(N C^.C^ OJ C>> (N 


•jsa; }SJij[ 


^ 


1 


igssglSiiiSgisiS§iSB3 




•paSBJtaAB jaqumjsi 


- 


■"^ 




•aidniBsaH 


' 


a 


lifsSisSisSsSasggggsa 


•paSBjaAB 
ejanbuq jaqums^ 




'M 


C^!NC^(Ne^(NC^(MC-J(M<M(N<MiM<MCqC^01(M(N^" 


•isa; isaM 


-ci 


1 


172 
135 
168 
169 
130 
162 
134 
155 
167 
172 
178 
137 
170 
141 
146 
145 
158 
201 
163 
177 
161 


•axduiBs 'Ois[ 


!i 


2 


^t%2i22i2tmnmiit 


-9lSgB Aip J 


•sajBg 
;uao lad sb js^bav 


"-^ 




^ ?3' 3 ;3 ^ ?^ ^ ^ ?H ^ '^' ^' '^' "^ ^ '^ ^ "^ "^^ '^' '^' 


Sand. 


•jq^taAV A"q juaui 
-ao JO I o} s}jBj 


^ 


CO 


cococococococococococococococococococococo 


•X^u\.bjS ogioads 


'«' 


(M" 


c-i oj o4 <m' !N (N (m' (n !n c4 c4 (n o4 (N oi m' c4 cvi oi c^ oi 


-d 


O 


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g^ ::::::::::::;:::;::: : 

|i i i : : ; : i ; : i i i ; i i i i ; ; ; ; 

-3 ^5 0.25 o o ooooooooooooooo 

^^ :::::::::::::::::::: : 

CQ 


B 


•jfliABjS ogioads 


rd 


CO 


coeoeoeceoeoeoeoeocrjeocococoeocoeoooeoeoso 


•juauiao JO puBag; 


e 


^ 
s 


aaaaa^a^^^^aaf^^^^a^^^f^i 



3800 REPORT OF THE CHIEF OP ETq-QIl^EERS, U. S. ARMY, 



1 


< 




•paSBia.vB J9qmn!^ 


V. 


'"' 


^^^ 










•aiduiBsaH 


< 














•paSBjaAB aaqninx 


x; 


(N 


(MO^CN 










•;S9; %siu 


^ 


1 


^^^ 










1 


•paSBjaAB aaquniNi 


^^ 


" 


r-lrHrH 


- 


- 


- 


- 


•aiduiBsaH 


^ 


a 


sss 


•paSBjaAB laquinNi 


•b 


(N 


C^iMC<l 










•;sa^ ;sjT^ 


^J 


s 


(Neo?^ 










•aidtuBs -ox 


;i 


s 


lOioeo 








1 


1 


•paSBjaAB jcaqmnNj 


« 


„ „„„„„^^ 


•aidniBsay; 


g' 


s 


C-1 X CO -o lC -sO o 


•paSBjaAB aaqninjsr 


-• 


<N 


(N <N <N IN (M 0< CS 


•;soi jsjii 


s 


g 


Ol O 0» t^ iC lO Oi 
TT CO CO CO CO CO CO 




•paSBjaAB jaqinn>i 


- 


^ 


r.1 1-i i-l .-1 1-1 >-l rl 


•aidraBsaa 


00 


s 


iiiligl 


•paSBjaAB laqmnjsi 


-• 


(N 


(N <N iM (N 04 (N (N 


•}saj :^SJIJ 


C' 


^ 


Sg|g3S?J§^ 


•aidxnBS -ox 


?^ 


=? 

S 


55-2 
56-3 
57-3 
58-3 
59-3 
60-3 
61-3 


1 


•paSBjaAB jaqninx 


- 


T-l rHr^r-lr-lrlT-lr-l 


•aidniBsay 


s 


S 


(M Tf O OS » t^ (£> 


-paSBjaAB jaquinx 


S 


a 


C^ C^ <M !N C^ M C^ 


•;saj isi^s. 


~o 


1 


Siiiiil 


1 


•paSBiaAB laqnmx 


* 


tH 




•aiduiBsa>i 


•'^s 


1 


Cl C^ (N (N CO C<l <N 


■paSBjaAB 
sjatibuq jaqtan^i 


•^ 


C^ 


0< C^ !M C^ (N ff^ IM 


•jsaj ;sjTj 


>«; 


s 


ssiiise 


•9 id TUBS -ox 


Ci 


CO 


CO CC CO CO CO CO CO 


-aiSSB jJjp J 


•S9;bS 

o ^uaa J9d sb j9;ba\. 


•^ 


c4 


lO »fl lO lO lO lO iC 

ca ci c^' (N oi oi M* 


c' 


•;qSiaAV Aq juani 
-90 JO T o; sjJBj 


^ 


CO 


CO CO CO CC CO CO CO 


•illiABjS ogpads 




c4 


to 50 to o to to o 
d oi ci <m' (N d d 


1 


«j 


Standard crys- 
tal quartz. 

do 

do 

.....do 

do 

do 

do 

do 


1 


-.vjiabjS oypads 


rd 


to 

CO 


CO CO CO CO CO CO CO 


•ju9ta90 JO puBig 


c. 


§ 
§ 


^^i(^ii^ 





APPENDIX A A A— TPXHNICAL DP:TAILS. 



3801 







03 




1 Cement in good condi- 
( tion. 






I 

0. 

E 


a) 
C 

a 

lo 

li 




•paSuiv^AB -on; 


• 00 oo 00 (N m lO lO lO lo 


•illSuaj^s 0[isuax s. 


g|||g|g|5 




"^ 


7 days — 
28 days 

6 mouths 

7 days.... 
28 days 

6 months 
7 days — 

28 days 

6 months 




s 


0) ' 

o • 


^ 


r- 


T 

>- 


S 


1> 


5 






£ 


CO I 

1 : 


k 
1 


c 


c 


c 


c 




Xip JO ?u80 J9d SB j9;bav 


^ 


oi 'm' <m- c~i <>! oj ci c4 o4 


■6 

1 


iqSi9A\ Aq 
^uaraao jb i oi s^aej 


■^' 


CC CO CO CO CO lO 1.0 CO CO 


•iCjiABjS oyiDadg 


■^ 


2. 649 
2. 649 
2.649 
2. 666 
2.666 
2. 666 
2. 666 
2. 666 
2.666 


a 
U 


..• 


Si ! 

S ; 
o" : 

|i 

^ : 


c 


'C 


c 


c 


c 


c 




s 

6 


1 
c 

c 

5 


•9A91S 003 -ON 


-ci 
















•9A91S 001 -OM 

SuissBj 


CJi 
















•9A9tS oq -ON 

Suisse J 


S 
















"o bb 

'51 


•aaiAv punod x 
aB9q o; 9raix 


■i^ 












- 


- 


•9JIAV punod i 
JB9q 0^ arajx 


t: 












\«}iaujS oyi09ds 


o 


CO CO CO 














•puBja 


rO 










•90U9J9J9H 


e 


r-ic^O- 


•^ 


.r 






oc 


cr 





3802 KEPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 









in coiocc 








CM rH C-l y-l 










IS 


e^ 


c 


^ 












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o 


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c 




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+ + 






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O 0002 -r« 


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H^ 




tH I— I r-1 


cc 






511 




.(M (MSM'M iM 


-!S 


£ 




1 


ateras 
ir cent 
f dry 
ggre- 
:ates. 




O (NOIM 




Oi 


O r-IOr-l 
O ODOod 




^^O^OD 










o , >.■ 






CO 


CO 




















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S <^ <D aj 














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02 
















a 
















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be 
















1 






















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CO 










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0) 












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GENERAL LOCATION OF F 
W CONCRETE SOUTH PIER / 
CONSTRUCTION PLANT. 



SCALE OF FEET. 



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MAP OF 

SUPERIOR ENTRY, WISCONSIN 

SHOWING GENERAL LOCATION OF PROPOSED 

NEW CONCRETE SOUTH PIER AND 

CONSTRUCTION PLANT. 



1304 



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BENEUAL PLANS AM) CIMLSS SECTIONS. 



11^ fP^ 



N'KW (;ONORR TE SOIITH I'fllH 





i^v 'j\A lyj U/ l^ \^ 

To accompany rrrv annual report of June 30. 1904 



Captain , Corps of Enginrors 



Eng 58 3 




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Prepared under The direction of Captain DROnitlnrd 
Corps of Engineers, U.S.Arnvy. hy CLaj'once Coleman. U.S 
Asi'lstant Engineer, oj.d M. W Lewis, Junior Engi/teer 

To accornpany rny annual report of June 30, 1U04 
Captain. Corpf or Enr/ineer,-! 



Eng 58 3 



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SUBSTKUCTUEE, CONCRETE SOUTH PIER. 



STANDARD MOLDS, MODIFICATIONS, ETC. 

SCALE: 1 IN.= 8 FT. 



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SUBSTBUCTURE, CONCRETE SOUTH PIER. 
CUTWATER MOLDS ETC. - — 

SCALE: 1 OT.= 8 FT. 



Prepared under the direction of Captain D.D. Gnillard, 
Corps of En^iiveerSj U.S Army, by Clarence Coleman, U.S. 
Assistant Engineer, and M. W.Lewis, Junior Engineer. 

To accompany my annual report ofJun& 30, 1904. 
Captain, Corps of Engineers. 



Eng 58 3 




I |[.!i| I II I I ^ 1 in 



- Plan ofCutmakt Mold otfop. - 




'i/let Piece for Cutwater Block \ % ""•' ^^ 



End Bece for Isolated Pierhead BlocHs. 





8UB8TKUCTURE. CONCRETE SOUTH PIER. 

CUTWATER MOLDS ETC. - — 

30AU; 1 m.- 8 FT. 



/Recess rrto/c/s ac/apfec^ 
to /ntetmecfiate bfoCKS, show/f^^ 
da //as t p/atfotm. 
Builc/ /Pvo p/atfofnrs fot 

?ac/f intetmec/iate. 

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SCALE: 11N. = 8FT. 



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— BLO0K3 ON (HIRVED POB TIOH. AMD IRON DETAILS 



Ui 



^ Section 



Vockez . — J^ 




End Viev^. 




H S O- 

/ t,yJtt / /eff. 




'ot Sec ft on Q-f^' 



direction of Captain D.D. GaiUard, 
'.S.Army, by Clarence Coleman U.S. 
id M. Wl,e>rts, Junior Engineer. 



Gal/eti/ Molc^ for Mam P/'et. 

//ofe . For b/ock Z3S of pletheact extend this 
center /' yff o/fd ieveJ tAe Z'coyef/fry os sAowft 
on fa/an of jaierheacl. 



To accompany my annual report of June 30,1904 
Captain., Corps of Engineers. 



Eng 58 3 



sh™'^" 



■SUPERSTRUCTURK. CONC RETE SOFTH PIRR- 
-TIMBER MOLDS, CENTERS. ETC.— 

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-4-0 lb. Cast Iron fjommer. 



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Itad /-'n /-/.J-, .v'« co,/r„s tou„ifmd, Covfi r, tt 
cured ft opftOA'te "^»-»' of dvcHrt 6y meafil tf mefil 
ifrip and icre^i aimi/ar tb fhat shown on model, 
edges of cover U ii turned >n antf ioevrely seetmd. 

Use f/o. S best If-n thread 



8LPEHSTRU(TrRE. CONCKJ'TK SOL TH IMKR, 

MKTAL DETAIIA- 



•rrpnrrj uK^ri/u. dirrrlmn of rnpmjr, I) P flalllarlt, 
.Innl Knglom; and M WU^i'. Iiuuv f.nguuer 
7b neeomfony ny annual reporl «( June 30, 11)04 



M^f<^ 



i'T. 



'XC-M.fi.\ 



EEiT7^"T.T.f 




— Section . 



SHEET XIY. 





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SUPERSTRUCTURE, CONCRETE SOUTH PIER. 
PIERHEAD MOLDS. 



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fot closing Ga/Ze^tf . 



£/evati'ofi 
GaUettj Mo/cIs of P/'etheaol. 

RUCTURE, CONCRETE SOUTH PIER. 
>IERHEAD MOLDS, CENTERS, 



SOALE: 1IN.= 8 FT. 



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1 1 



t-JI-r-lt 


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- °UPER3TBg I!:"»^^- CONCBETE SOUTH PIER.- 

-^^ ^V, MOLDS. CEXTERS, 

— T lnAi.K: \vf.--an.- 



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SHEET XVI. 




r-MT 


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-Plan of teat hir 




5tiffeners, mae^e of /"K 6' bat. 

Mte: The sides of the uppet band ate tKac/e sfta/tf/it. 



Section cf catm,- je/o^ iai^d. — 




S^X. 



B</ ptopet design, the sfiffefiit/q />at!d ft/at/ he tnade itr -^pieces. 



Side View . |-'*y/4'-j — End. - 



-Plan. 



'3/al^ 



Bat tot suppottina leaves of bucket. - 



Hinoe Rod. 




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' of ^Bucket - 




Side oL &Lc_ket 



Hinae Baf. 



— J'ONCRETE 80UTH PIEB. 

— DETAIL PLANS OF OOKCRETE BPOKET 



SCALE. 3 mCHES^l FOOT. - 



Prepared unrltr the dutctum. or Cap/am D.D OaOlxird, 
Corps or Engineers. V.S.Army, by Clarence Coleman U.S. 
Affistant Engineer, ant^ -V W.LewiA. .lujnorT^ngineor. 



To m-.rmPany tny armitai rt-p< 



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APPENDIX A A A TECHNICAL DETAILS. 3803 



A A A 20. 

REPORTS ON FLOODS AND ON SEDIMENT AND DISCHARGE OBSERVA- 
TIONS IN CUYAHOGA, GRAND, AND BLACK RIVERS, OHIO. 

[Officer in charge, Maj. Dan C. Kingman, Corps of Engineers.] 

Engineer Office, United States Army, 

CJeveland, Ohio, July 20, 1904-. 

General: I have the honor to transmit herewith two reports (in 
triplicate) which have been prepared under my direction b}'^ Asst. 
Engineer George T. Nelles, and which embodv the results of a sys- 
tematic series of observations and measurements covering a period of 
more than two years made upon three rivers in this district. 

The rivers in question were the Black River, which enters the lake 
at Lorain, the Cu3^ahoga River, which enters the lake at Cleveland, 
and the Grand River, which enters the lake at Fairport. And the 
object of these observations was to determine the regimen of these 
rivers, particular!}^ in regard to the relation of rainfall and runoff, 
freshets and ice gorges, and the movement of silt. These are things 
that are most important to know in planning any improvement upon 
rivers of this character, and particularh^ in constructing and maintain- 
ing harbors at their mouths. Unfortunatelv, exact information of 
this kind never has been available, so far as 1 know, in reference to 
any of the rivers tributary to the Great Lakes. I believe that the 
information contained in these two papers would be most interesting 
and helpful to any officer who has to do with any of the harbors on 
the lakes situated at the mouths of rivers. 

One of these papers gives definite information in regard to rainfall 
and runoff', and the movement of silt, and the other relates to the flood 
that occurred in January, 1904, and shows the conditions necessary to 
produce a freshet with ice dams, and the great injury that may result 
from one, not only to bridges, wharves, and shipping, but to arti- 
ficiall}^ deepened channels and areas as well. 

I should be ver}^ glad to have these two papers published as an 
appendix to my annual report, if the Department considers this proper; 
but if this can not be done then I would respectfully recommend that 
they be printed in the Engineering Supplement, or in some other 
manner so that the information mav reach the younger officers of the 
Corps, and may be permanently available and easily accessible to any 
officer in charge of lake harbors. 

Very respectfully, 3^our obedient servant, 

Dan C. Kingman, 
Maj or ^ Corps of Engineers. 

Brig. Gen. A. Mackenzie, 

Chief of Engineers.) JJ. S. A. 



report of MR. G. T. NELLES, ASSISTANT ENGINEER, ON FLOODS IN 

cuyahoga, grand, and black rivers, january, 1904. 

Engineer Office, United States Army, 

Cleveland, Ohio., Fehruary 29^ WOJ^. 
Major: I have the honor to submit the following report concerning 
the recent floods in the principal streams tributary to the lake in the 
district under my local supervision. 



3804 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY 

The conditions which preceded these floods were somewhat uncom- 
mon and favorable for a large run-off, in that the winter had been 
unusually severe and there w^as an accumulation of moisture in the 
shape of snow and ice on the ground over the whole drainage area 
equivalent to about 3 inches of rain. 

CUYAHOGA EIVER. 

On the 19th of January the temperature rose suddenl}^ to 42° and 
remained above freezing until the 23d. The mean temperature for 
this period was nearly 41°, with a maximum on the 22d of 52° at 
Cleveland and 59° at Akron. This favorable condition of temperature 
for a general thaw was accompanied by a total rainfall of 2.5 inches, 
with a maximum of 1.4 inches on the 21st. The ground being frozen 
to a depth of from 2 to 3 feet, very little of this precipitation was 
absorbed, and the resulting run-off from the basin was unusually 
great, amounting to 2.6 inches, or more than the actual rainfall for 
the period considered. The maximum flow came on the afternoon of 
the 22d, and amounted to 27,800 cubic feet per second, or approxi- 
mately 34.5 cubic feet per second per square mile of area cfraired. 
This discharge, while abnormal and exceptional, is not so extraordi- 
nary as many suppose, and it is not hard to conceive of a set of condi- 
tions which would doubtless produce a materially greater maximum 
flow. In fact, the flood which occurred in May, 1893, caused by a rain- 
fall of 5 inches in five da3^s, did far more damage to propert}^ along 
the river bottom, and from reliable information I am of the opinion 
that it was of considerably greater magnitude. According to Mr. Emil 
Kuiching, who investigated and reported on the question of the water 
supply for the New York barge canal, a flood flow of twice this volume 
might reasonabl}^ be expected to occur in a basin of this character, 
and he cites examples where the maximum flow from basins of the 
same size as the Cuyahoga was three times as great, or nearly 100 
cubic feet per second per square mile. 

It is difficult to imagine the damage to property and shipping that a 
flood of the proportions indicated by Mr. Kuiching might cause in the 
Cuyahoga Valley, and it appears to me that the probability of such 
an occurrence is one of the most forcible arguments that could be 
advanced for the development of an outer harbor at Cleveland, where 
vessels and shipping would be entirely safe from damage of this nature, 
and where it would be impossible for such an accident as took place at 
the Superior Street viaduct, during the recent flood, to happen. 

In order to check the calculated discharge of the Cuyahoga River, 
as determined from the gauge readings at our regular gauging station 
at Willow, I had the flow measured on the afternoon of the 22d, dur- 
ing the height of the flood, at the Lake Shore Railway bridge, by means 
of rod floats; the maximum flow as there determined agrees within 4i 
per cent with the other determination, being 1,260 cubic feet per 
second greater. The maximum observed velocity was 12^^ feet per 
second, or nearly 9 miles per hour; the mean velocity was 8.6 feet 
per second. The cross section of the river at the Lake Shore Railway 
bridge is quite contracted, and from the measurements made there and 
from personal observations made elsewhere on the velocity of drift in 
the river, I am of the opinion that the maximum velocity was nowhere 
more than 10 miles per hour, notwithstanding the very general popular 
belief that it greatly exceeded this figure. 



APPENDIX A A A TECHNICAL DETAILS. 



3805 



The slope of the water surface from the upper Baltimore and Ohio 
Railway bridge to the Lake Shore Railway bridge, which was^ deter- 
mined from the high-water mark at each of the bridges crossing the 
river, has been found to be quite uniforml}^ 3.2 feet per mile, or a 
total of nearly 14 feet for the distance covered. There are, however, 
some irregularities as will be seen by the diagram herewith, at the 
sharp bends and narrow bridge openings, but the variation from the 
mean nowhere exceeds 1 foot. 

The quantity of water which, according to our measurements, found 
its way into the lake from this basin, between January 19 and 31, was 
8,740,800,000 cubic feet, sufficient, if such a thing were possible, to 
completely displace all of the pure water in the lake, over an area of 
9 square miles, in the immediate vicinity of the entrance to the harbor, 
and from the actual analysis of water samples taken daily at the mouth 
of the river it has been found that approximately 250,000 cubic 3^ards 
of sediment, and filthy sludge deposited from the city sewerage on 
the bottom of the river, was carried out into the lake at the same time. 
The greatest quantity of sediment came on the 22d, when it amounted 
to 147,700 cubic yards in twenty-four hours. From a comparison of 
soundings in the harbor and jettied channel, made before and since 
the flood, it is found that while the channel beyond the Lake Shore 
Railway bridge and through the harbor to the main entrance was quite 
generally deepened by the scouring action of the current, the area 
protected by the breakw^aters was not particularly affected. 

The following tabulation gives the meteorological conditions in the 
basin, the gauge readings at Willow station, and the daily discharge 
and sediment carried between Januar}^ 19 and 31. This same infor- 
mation is also shown graphically on the accompanying diagram: 

TaJmJation shoicing the meteorological conditions in the Cuyahoga River Basin and the 
result of our observations betiveen January 19 and 31, 1904- 

[Area of basin, 805 square miles.] 





Jan. 
19. 


Jan. 
20. 


Jan. 
21. 


Jan. 
22. 


Jan. 
23. 


Jan. 
24. 


Jan. 
25. 


Jan. 
26. 


Jan. 

27. 


Jan. 

28. 


Jan. 
29. 


Jan. 
30. 


Jan. 
31. 


Temperature (°r.): 
Akron- 
Maximum 

INIinimum 


36.0 
4.0 

42.0 
1.0 

40.0 
-1.0 

40.0 
-3.0 

38.0 
-6.0 

30.0 
10.0 


40.0 
31.0 

41.0 
37.0 

41.0 
37.0 

41.0 
36.0 

41.0 
34.0 

39.0 
10.0 


43.0 
33.0 

44.0 
38.0 

44.0 
36.0 

43.0 
37.0 

43.0 
36.0 

40.0 
18.0 


59.0 
35.0 

52.0 
31.0 

50.0 
33.0 

50.0 
32.0 

58.0 
33.0 

55.0 
35.0 


37.0 
23.0 

31.0 
18.0 

33.0 
24.0 

32.0 
16.0 

34.0 
28.0 

40.0 
25.0 


24.0 
6.0 

19.0 
-1.0 

24.0 
3.0 

20.0 
0.0 

28.0 
6.0 

25.0 
5.0 


13.0 
-4.0 

9.0 
-4.0 

10.0 
-2.0 

18.0 


33.0 
7.0 

35.0 

36.0 
10.0 

35.0 


12.0 
-2.0 

10.0 
-2.0 

14.0 
0.0 

10.0 


26.0 
-5.0 

21.0 
-2.0 

23.0 
-2.0 

22.0 


31.0 
8.0 

31.0 
9.0 

32.0 
8.0 

30.0 
6.0 

28.0 
8.0 

33.0 
-7.0 


32.0 
12.0 

33.0 
13.0 

3G.0 
12.0 

33.0 
10.0 

31.0 


38.0 
27.0 


Cleveland, No. 1— 

Maximum 

Minimum 

Cleveland, No. 2— 

Maximum 

Minimum 

Cleveland, No. 3— 

Maximum 


37.0 
20.0 

38.0 
22.0 

37.0 




-3.0j 9.0 

10. o! 33.0 
-6.0 5.0 

15. 0; 26.0 
-9.0 8.0 


—2.0-4 fi 


20 


Hiram- 


10.0 
-2.0 

15.0 
-5.0 


22.0 
-3.0 

24.0 
-10 


S7 n 


Minimum 

Hudson- 
Maximum 

Minimum 


13. o! 23.0 

1 
34.0 40.0 
2.0 25.0 


Mean 


19.2 


35.7 


38.4 


43.6 


28.4 


13.3 4.1 20.5 


4.8] 8.5 


18.1 


21. 7j 30.3 


Rainfall (inches): 

Akron 




.78 
.44 
.60 
.47 
.65 
.10 


1.70 
1.20 
1.23 
1.01 

1.78 


T. 
.93 

.85 
.46 


.05 
.07 
.06 
.03 
.10 
.10 


T. 

.07 
.04 
.02 


.09 .50 
.10 .58 
.06 .39 
.04 .38 








1 ' 


Cleveland, No. 1 

Cleveland, No. 2 

Cleveland, No. 3 


T. 
T. 

T. 


.05 
.03 





T. 


.01 .04 
T. 1 .07 


Hiram 


05' 40 19 








't'I 


Hudson 




l.ftO' 

1 


.20 .30 




1 














Mean 




.51 


1.40' ."M 


.07 


.031 l.*^ 


.39 


.01 






.02 














... 


' 





i 



3806 EEPOKT OF THE CHIEF OF ENGINEEES, U. S. AEMY. 



Tabulation showing the meteorological conditions in the Cuyahoga River Basin and the 
result of our observations between January 19 and 31, 1904 — Continued. 



Gauge at Willow: 

a. m 

p.m 

Discharge: 

Cubic feet per second . . 

Inches 

Maximum discharge: 

Cubic feet per second . . 

Cubic feet per second 

per square mile 

Sediment, cubic yards 



Jan. I Jan. Jan. Jan. Jan. Jan. ' Jan.' Jan.! Jan. Jan. Jan. Jan. Jan. 
19. 20. ; 21. 22., t 23. 24. 25. 26. 27. 28. 29. 30. 31. 



1.6 
1.6 



190 
.01 



240 
.0] 



10.6 
16.3 



12,250 
.57 



57, 620 



18.3 
19.4 

25. 660 
1.19' 

27,800 

34.5 
147, 700 



17.2 
16.1 



14.21 12. 7i 11.2 
13. 8i 12.41 10.9 



18, 290 12, 120 9, 440 



,84 



56 



,44 



44,00010,150 3,225 

I I 



7,200 



1,907 



10.4 
10 



7.4 



5, 560 3, 470 2, 530 2, 230 1, 9h0 
.26 .16 .12 .10 .09 



4,090 533 



238 



212 



The actual damage done b}^ this flood in the city was comparatively 
small, and this was due, in a large measure, to the persistent and ener- 
getic action of the city authorities in keeping: the river free from ice, 
preventing the formation of serious gorges, moving vessels from 
exposed positions, and seeing to it that they were securely moored. 
Below the Erie Railway embankment the river did not overflow its 
banks, and the only damage was caused by the flooding of cellars and 
basements; above this point, however, the valley was a vast lake and 
every industry in the flats was affected to some extent, all of the rail- 
roads crossing the river were more or less dela3'ed, and in some eases 
entireh" put out of business for a couple of days. The Cleveland 
Furnace Company, the Grasselli Chemical Works, the Newburgh 
Reduction Company, and numerous other manufacturing plants were 
shut down and a large amount of lumber and railroad ties were 
carried off'. 

The most serious casualt}^ of the flood was caused by the steamer 
William E, Beii< (^1,750 gross tons, 416 feet by 50 feet) loaded with about 
4,500 tons of iron ore. The Reis was drawing nearly 16 feet, and 
could not lie close to her dock at Columbus street, consequentl}^ she 
offered undue resistance to the passage of the flood waters and ice, and 
notwithstanding a 4,000-pound anchor, in addition to her other fasten- 
ings, at about 7 a. m. on the 22d she was swept from her place and 
carried down the stream dragging her anchor with her; in rounding 
the bend at the coal docks above the Center Street Bridge she struck 
the bow of the steamer John Tf. Moore (1,689 gross tons, 246 feet by 
40 feet) breaking her lines; the Moore in turn struck the steamer James 
B. Each (4,750 gross tons, 416 feet b}^ 55 feet) tearing her loose from 
her mooring. These two vessels, neither of which were loaded, imme- 
diately proceeded down the stream in advance of the Beis. Fortunately 
the watchmen on the Center street and Baltimore and Ohio Railwav 
bridges and Superior Street viaduct had ample notice of the accident, 
so that the draws of these bridges were opened and the vessels passed 
the first two without accident. The stern of the Eads struck the east 
pier of the Superior Street viaduct and her bow swung around across 
the channel against the draw pier of the Baltimore and Ohio Railwa^^ 
bridge. The Moore., which was following close behind the Eads., struck 
the east abutment of the Baltimore and Ohio Railway bridge a glancing 
blow, and lodged with her stern wedged in between the east pier of 
the viaduct and the dock, crushing the dock and the fire boat Cleve- 
lander.) and doing herself serious damage. This completely closed the 



APPENDIX A A A TECHNICAL DETAILS. 3807 

waterway and the Rrls, which soon reached the scene, was tightly 
wedged between the other two vessels, with her stern against the 
Moore. Ice and drift soon filled in around and under the boats, making 
it impossible to even attempt releasing them until the current had 
slackened. The task of clearing up the jam thus formed proved a 
difficult one, because there were no powerful tugs in the river above the 
Superior Street viaduct; however, by making use of locomotives, 
attached to blocks and tackles above the boats and tugs below, the Heis 
was moved a few feet upstream, after which the Eads was taken out 
through the Superior Street viaduct without much trouble, thus allow- 
ing the tugs to get through the jam and rendering the removal of the 
other vessels a comparative! }- simple matter. The Eads was not moved 
out until the 30th, the Reis followed on the 31st, but owing to more 
serious damage and sinking of the Moore it was not until the 5th of 
February that she was released. A number of gorges formed in the 
river above the city, but I have been unable to obtain reliable informa- 
tion concerning them. 

The estimated cost of repairing the damage to these boats is stated 
to be $30,000; the total loss and damage due to the flood in the city of 
Cleveland probabl}^ did not exceed $60,000. 

The accompanying photographs show some of the characteristic 
scenes during the flood. 

BLACK RIVER. 

The flood in the Black River, which empties into the lake at Lorain, 
was caused, as shown by the following tabulation and the diagram 
herewith, by practically the same climatic and meteorological condi- 
tions as existed in the Cu37^ahoga Basin; the temperature rose to 43^ 
at Elyria on the 20th, and remained above freezing until the 23d, with 
a mean of nearly 42°, and maximum of 49° during this period. The 
accompanying rainfall amounted to over 3 inches, with a maximum of 
2.15 inches at Oberlin on the 21st, followed by a fall of 1.41 inches on 
the 22d at Elyria. The accumulated precipitation, snow and ice, in 
the basin on the 19th is estimated at 3 inches, the same as for the 
Cuyahoga Basin. The resulting flood, however, was relatively more 
violent and the damage done to shipping vastly greater. The maxi- 
mum flow, which took place on the 22a, was 20,350 cubic feet per 
second, or 42 cubic feet per second per square mile of drainage area, 
which rate is 20 per cent greater than that for the Cuyahoga and 
nearl}^ double that for the Grand River Basin. The difi'erence in this 
respect between the Cuyahoga and Black rivers can be explained by the 
smaller area drained by the Black River, 479 as compared with 805 
square miles; by the greater rainfall on the 21st and the 22d, 2.60 and 
1.70 inches, respectively, by the shape of the basins, and also, by the 
existence of extensive reservoirs and lakes in the upper part of the 
Cuyahoga Basin, which regulate and materially modify the rate of 
flow. 



3808 REPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



Tabulation showing the meteorological conditions in the Black River Basin, and the result 
of our observations between January 19 and 31, 1904. 

[Area of basin, 479 square miles.] 





Jan. 1 Jan. 
19. 1 20. 


Jan. 
21. 


Jan. 
22. 


Jan. 
23. 


Jan. 
24. 


Jan. 
25. 


Jan. 
26. 


Jan. 
27. 


Jan. 

28. 


Jan. 

29. 


Jan. 
30. 


Jan. 
31. 


Temperature (°F.): 
Eh-ria— 

Maximum 

Minimum 

Oberlin— 

Maximum 


27.0 43.0 
10.0 34.0 


50.0 
35.0 


49.0 
39.0 


34.0 
26.0 


20.0 
6.0 


28.0 
-4.0 


35.0 
-8.0 


15.0 
-2.0 


18.0 
-13.0 


36.0 
-3.0 


38.0 
15.0 


40.0 
20.0 


Minim^um 


i 
























Wellington- 
Maximum 

Minimum 


37.0 
-7.0 


44.0 
36.0 


43.0 
36.0 


51.0 
39.0 


41.0 
24.0 


24.0 
5.0 


12.0 
-4.0 


35.0 
9.0 


11.0 
-4.0 


25.0 
-15. 


34.0 
-6.0 


34.0 
-1.0 


40.0 
14.0 


Mean 


16.7 


39.8 


41.0 


44.5 


31.2; 13.8 


8.0 17.7 


5.0 


3.8 


15.2 


21.5 28.5 


Rainfall (inches i: 
Elvria 






1.00 
2.15 
1.85 


1.41 

.47 
.90 


.04 


.01 
T. 
T. 


T. i 

. 15! . 57 
.05! .58 


.78' 

i 




i T 


Oberlin 




.86 
55 


i 


Wellington 









.02 














Mean 


1 .47 


1.67 


.93 


.01! T. 


.07! .38 


.26 








.01 






1 




Gauge at Ford Bridge: 

a.m 

p. m 

Discharge: 

Cubic feet per second 

Inches 

Maximum discharge: 

Cubic feet per second . 


.3 
.3 

81 
.01 


.5 

94 
.01 


9.6 
11.4 

8,409 
.65 


16.7 
16.4 

19, 620 
1.52 

20,350 

42.5 
37, 190 


13.0 
12.0 

11,310 

.88 


6.4 
4.0 

3,080 
.24 


2.3 
1.8 

760 
.06 


1.1 
1.8 

540 
.04 


2.8 
2.8 

1,005 
.08 


2.7 
2.6 

950 

.07 


2.6 
2.6 

920 
.07 


2.5 
2.4 

870 
.07 


2.3 
2.3 

800 

.06 


Cubic feet per second per 
square mile 


























Sediment cubic yards.. 


3 


' 


1,373 


15,500 


2,620 


1,180 


609 


877 


775 


1,060 


302 


277 



The navigable portion of the Black River was not kept clear of ice 
during the winter nor did the local authorities make any attempt to 
prevent the formation of ice gorges or to protect property, conse- 
quently when the ice moved on the morning of the 22d under the com- 
bined action of the thaw and rain of the preceding three daj^s three 
successive ice gorges formed in the river and soon broke again, increas- 
ing in volume and force each time, either destroying or injuring every- 
thing in their path and flooding the adjacent flats to a depth of from 2 
to 12 feet. The first gorge, which formed a short distance above the 
Lorain steel plant, broke at 6.30 a. m. A second gorge followed in a 
short time at the Nickel Plate Railwa}^ bridge. This gorge held until 
the water rose to a height of 8 feet above normal level and gave way 
under the pressure due to this head at 8 a. m. The mass of ice and 
wreckage thus released moved rapidly down the river bed and gorged 
a third time just inside of the mouth of the river, w^here the channel 
was contracted in wddth and depth b}" the presence of a bar extending 
out from the east bank. This gorge was the worst of all. It held until 
10.30 a. m., raising the water level at least 12 feet and causing the 
water to find a new channel 150 yards long and from 1 to 5 feet deep 
below mean lake level through the strip of land between the lake and 
river on the east side, through which a number of vessels were draw 
into the lake or adjacent marsh. 



The damage to shipping and private property can be summarize* 
as follows: Carkins, Stickne}^ & Cramm's dredge J^o. 15 and on 
dump scow were carried from the steel plant clear out into the lake 
and finally brought into Cleveland Harbor; another dump scov/ was 



I 



APPENDIX A A A TECHNICAL DETAILS. 3809 

swept out into the marsh near the Baltimore and Ohio Railway round- 
house, and a fuel scow carrying dredge dipper and miscellaneoua sup- 
plies was sunk in the river near the car dump. Breymann Brothers' 
dredge No. ^, a fuel scow, four dump scows, and the tug Breymann 
were torn from their moorings above the Nickel Plate Railway bridge. 
The dredge lost her dipper and caught on the bridge pier, and was 
saved although severely injured. The tug was left high and dr}'^ on the 
west bank of the river and has since been launched. One dump scow 
was sunk at the bridge, another is on the bank near the shipyard, and 
four, with the fuel scow, were carried out into the lake and are now 
in the ice off Euclid Beach. The steel trust's steamer Rensselaer was 
shoved up on the bank above the Nickel Plate Railway bridge, and 
is in bad shape. John F. Stang's derrick boat and pile-driver barge 
was carried out into the marsh and left 100 feet from the river, and 
his large supply barge was deposited south of the shipyard, 200 feet 
from the bank. The tug Blazler, which was taken from above the 
Nickel Plate Railway bridge out into the lake, was rescued in dilapi- 
dated condition. A large dump scow belonging to the L. P. & J. A. 
Smith Company was taken from above the bridge and deposited in 
the marsh north of the bridge at least 900 feet from the river bank. 
Another was left in the marsh opposite the blast furnace. The west 
trestle approach to the Nickel Plate Railway bridge (200 feet long) 
was carried awa}^ and the draw span more or less injured by vessels 
striking it. The plant of Patrick Keohane, contractor for the works 
of improvement at this harbor, was moored immediately below the 
Nickel Plate Railway bridge. These craft were torn from their moor- 
ings and distributed as follows: One 800 ton stone barge, with derricks 
and machinery aboard, was pushed out on top of the bank. Another 
similar one was carried down and landed against the draw rest on the 
Erie Street Bridge, with one end 15 feet out of water on the bank and 
the other end sunk in the river. One concrete mixer, one small derrick 
boat, and one large deck scow were carried out into the lake. The first 
two pieces have since been brought into Cleveland, but the deck scow, 
which had on quite a load of crushed stone, has not been located, and 
has probably sunk. Four small supply barges were scattered over the 
flats in a demoralized condition. One large derrick boat and the tug 
Panh'atz were carried through the new channel near the mouth of the 
river and grounded in the marsh. The derrick boat was badly stove in 
and the tug was gutted by fire. One large dump scow was pushed out 
on the bank not far from the shipyard. Two grillage bottoms for the 
pier-head cribs, to mark the new entrance to the harbor, were floated 
or pushed up onto the high bank and left in bad shape; 300 barrels 
of cement were ruined, and about 150,000 feet of hemlock and oak 
timber was floated off. 

The four flatboats forming the ponton bridge immediately below 
the Nickel Plate Railway bridge were carried away and badly wrecked. 
The Lorain Lumber Compan}^ lost a large amount of lumber and laths. 
The Booth Fish Company lost the tug Buvch and the stake boat Ethel., 
both of which are sunk in the channel and not yet located. Their tug, 
the Susie B.^ was carried out into the lake and finalty brought into 
Cleveland. The tug Gull^ belonging to the Ranney Fish Company, was 
Crushed and sunk by the steamer Holden^ and the office of this com- 
pany was washed out into the lake. The L. P. & J. A. Smith Com- 

ENG 1904 239 



3810 REPOET OF THE CHIEF OF ENOINEERS, U. S. ARMY. 

pany's dredge No. 8 was sunk in the channel south of the Erie Street 
Bridge. At the American Ship Company's yard the steamer Pasadena 
and the Sieinbreiiner were crowded out onto the bank; the steamer 
Holmes^ under construction, was swung across the channel and lodged 
with one end on each bank, forming a jam that threatened the destruc- 
tion of the vessel. It was saf el}^ removed, however, after several days' 
effort. The whole yard was submerged to a depth of 6 feet, and con- 
siderable injury .to the electrical machinery was sustained. 

The barge Ohio.^ belonging to the Kelley Island Lime and Transport 
Company, had one side stove in, and was pushed out on the bank. The 
fuel barge Agnes was carried out to sea, and is still fast in the ice 
somewhere east of Cleveland. The steamers Holden and Feck were torn 
from their moorings and taken out into the lake, injuring themselves 
and the Baltimore and Ohio car dump on the way. Thej^ were rescued 
and taken back by the tug Cascade the following day. The field office 
belonging to the United States was directl}^ in the course of the new 
channel, near the mouth of the riv^er, and no trace of it has since been 
found. The gas and water mains which supply the east side of Lorain 
and cross the river at Erie street were scoured out, and the people 
living on that side of town were deprived of these essentials for 
several days. 

The tug Cascade^ operated by the Great Lakes Towing Company, 
was steamed up immediately after the flood for the purpose of saving 
the property and vessels carried away. She did good service in this 
particular, but on the evening of the 24th, after a vain attempt to 
bring in the fuel barge Agnes, was caught in a jam of ice, her bow 
crushed, and she sunk in about 25 feet of water against the shale fill- 
ing placed in the (;ore of the new east breakwater. 

In addition to the loss and damage above enumerated, a large num- 
ber of gasoline, fish, and pleasure boats, sailing boats and yachts, 
rowboats, and other small craft were injured or destroyed. No esti- 
mate has been placed on the total damage, but it was sufficient in many 
cases to seriously cripple the owners and interested parties, and will 
doubtless greatly delay the progress of the works of improvement at 
this harbor because of the unusually severe loss sustained by the 
contractor. 

One curious feature of the flood was that Stang's small dredge and 
a frail house boat lying a short distance below the Nickel Plate Rail- 
way bridge were not disturbed or injured. The steamer Robert Fidton, 
which was lying above the Nickel Plate Railway bridge, was also 
uninjured. 

GRAND RIVER. 

The following tabulations and the diagram herewith show meteoro- 
logical and climatic conditions in the basin as determined from obser- 
vations at Colebrook, Hillhouse, and Garrettsville, as well as the 
results of our own observations. The temperature rose to 42° on the 
20th, but did not remain above freezing a single day; the mean tem- 
perature during this time was 36° and the maximum 51° on the 22d; 
the accompanying rainfall amounted to 3 inches, with a maximum of 
1.56 inches at Garrettsville on the 21st. The accumulated precipita- 
tion, snow and ice, in the basin on the 19th probably amounted to 3 
inches. The resulting flood was not nearly so violent as in either of 



APPENDIX A A A TECHNICAL DETAILS. 



3811 



the other rivers mentioned; the total flow during the first ten days 
in January is thought to have been proportionately as great as from 
either of the other basins, although, owing to an ice gorge below 
the gauge, the discharge between January 20 and 30 has not been sat- 
isfactorily determined. The maximum flow occurred on the 22d, and 
amounted to 15,700 cubic feet per second, or nearly 23.5 cubic feet per 
second per square mile of drainage area. The decrease in the maxi- 
mum flood rate for this basin was doubtless due to the lower mean 
temperature, which amounted to about 3°, and to a difi'erent distribu- 
tion of rainfall. 

Tabulation showing the meteorological conditions in the Grand River Basin, and the 
results of our observations between January 19 and 31, 1904' 

[Area of basin, 670 square miles.] 





Jan. 
19. 


Jan. 
20. 


Jan. 
21. 


Jan. 
22. 


Jan. 
23. 


Jan. 
24. 


Jan. 
25. 


Jan. 
26. 


Jan. 

27. 


Jan. 

28. 


Jan. 
29. 


Jan. 
30. 


Jan. 
31. 


Temperature (°F.): 
• Hillhouse— 

Maximum 

Minimum 


26.0 
-8.0 


42.0 
23.0 


41.0 
29.0 


51.0 
30.0 


39.0 
23.0 


28.0 
2.0 


17.0 
-15.0 


36.0 
2.0 


12.0 
-5.0 


28.0 
-16.0 


33.0 
- 6.0 


33.0 
22.0 


38.0 
24.0 


Mean 


9.0 


32.5 


35.0 


40.5 


31.0 


15.0 


1.0 


19. 3. 5 


6.0 


13.5 27.5 


31.0 


Rainfall (inches): 


T. 


.47 i.m 


.46 


.03 


.02 - 04 


.38 
.55 
.34 






1 






.45 
.47 


1.56 
1.15 


1 32' o.'S 


■ >,; • ■ 


T. 

T. 








T. 




Hillhouse 


T. 


1.01 


T. 


T 


















Mean 




.46 


1.24 


.93 


.03 


.01 


.01 


.42 






1 
















Gauge at Painesville: 
a.m 


-.60 
-.50 

101 
.01 


-.60 
-.80 

340 
.02 


1.56 
6.90 

4,160 
.23 


12.35 
10.80 

14, 200 
.79 

15, 740 
23.5 


11.40 
11.25 

13, 660 

.76 


8.90 
8.30 

9,050 
.50 


7.30 6.50 (a) 
6.50 (a) (a) 

6, 820 64, 080 fe4, 370 
. 38 "^3 9d 


(«) 

&4,420 
.25 


(") 

63,970 
.22 


(a) 
(«) 

63,390 
.19 


(«) 
(a) 

63,130 
.17 


Discharge: 

Cubicf eetper second 


Maximum discharge: 
Cubicfeetper second 










Cubic feet per sec- 
ond per square 
mile 


























Sediment, cubic yards. . 


4 


37 


534 


22,560 


5,575 


3,860 


3,035 


640 


408 


310 


179 


356 


329 



a Gorge at gauge. 



6 Discharge from 26th to 31st estimated. 



The portion of this river which is used as a commercial harbor is 
nearly straight, about 1 mile in length, 200 feet wide, and 20 feet 
deep, and at the time of the freshet was occupied only by the floating 
plant of the contractor engaged in the construction of the Government 
piers. When the ice broke up it first gorged at the highway bridge 
near the head of the navigable portion of the river; when this gorge 
gave way under the pressure of the water behind it a breast of ice 
fully 10 feet high came rolling down the bed of the stream with 
almost irresistible force. When the ice struck the vessels in the river 
their moorings were snapped like threads, and the vessels in more or 
less damaged condition, were carried in great disorder with the ice 
into the lake. 

The conditions in the lake at the mouth of the river were quite unu- 
sual at this time, and for a distance of nearly one-half mile from the 
ends of the piers it was packed full of ice, extending to the bottom of 
the lake in most places; consequently, when the flood wave carrying 



3812 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

ice and wreckage reached the lake it encountered this almost solid 
barrier, and a second gorge of unusual proportions was formed between 
the piers at the entrance to the harbor; this gorge did not fully form, 
however, until the vessels caught in the wave, 10 in number, had 
been carried out bej^ond the ends of the piers and deposited in every 
conceivable shape on top of the ice in the lake. The accompanying- 
photographs giA'e a very full idea of the conditions then existing,^ and 
show the position and, to some extent, the damage done to the con- 
tractors' vessels. The actual damage will not, however, probably 
prove as great as the pictures indicate, because it has been possible to 
repair most of these vessels, so that they can be saved when the ice 
finalh^ melts. 

Under the conditions described in the lake, the ice soon packed the 
jettied channel, so as to form .an almost impermiable dam, and the 
water at once backed up and found its way out over the top of 
the piers and to some extent underneath these structures. The inner 
580 feet of the east pier, which had been recent!}^ reconstructed with 
timber cribs, resting on a foundation of small riprap and surmounted 
with a concrete superstructure, was undermined to a considerable 
extent, and has since settled for nearly its whole length from 1 to 12 
inches, and was also pushed several inches out of line for the greater 
part of its length, under the action of the 8 or 9 foot head of water, 
which was against it. 

The ice still remains as described in the river beyond the ends of 
the piers, notwithstanding a second thaw, which occurred on Feb- 
ruar}^ 6 and T and which cleared all the ice out of both the Black and 
Cuyahoga rivers, and it is now proposed in order to decrease the pos- 
sibilit}" of a second disastrous flood in this viciuit}" to blast a channel 
through the heavy ice beyond the ends of the piers out to open water 
in the lake, and thus provide an exit for the accumulation in the jet- 
tied channel. 

The following is a summary of the data and results obtained for the 
period beginning January 19 and ending Januar}^ 31, 1904: 

Sxmmary of meteorological data and results of observations between January 19 and 31, 1904. 



Black 


Cuyahoga 


River. 


River. 


479 


805! 


22 


24 


3.80 


3.09 


3,726 


7,782 


4,185 


8,741 


3.76 


4.68 


20,350 


27,800 


42.5 


34.5 


.99 


1.51 


6i;766 


2.50,000 


37,186 


147, 700 


129 


311 



Grand 
River. 



Area of basin square miles. . 

Temperature (mean) °F. . 

Rainfall inches. . 

Mean discharge cubic feet per second. . 

Total discharge million cubic feet. . 

Total discharge inches. . 

Maximum discharge cubic feet per second. . 

Maximum discharge cubic feet per second per .square mile. . 

Ratio of run-off to rainfall 

Total sediment carried cubic yards. . 

Maximum sediment in 24 hours do 

Sediment per square mile do 



670 

20 

3.10 

5,515 

6,195 

3.98 

15, 740 

23.5 

1.28 

37,830 

22, .560 

56 



Very respectfulh^. 



Maj. Dan C. Kixgmax, 

Corps of Engineers. 



G. T. Nelles, 

United States Assistant Engineer. 



APPENDIX A A A TECHNICAL DETAILS. 3813 

REPORT OF MR. G. T. NELLES, ASSISTANT ENGINEER, ON DISCHARGE AND 
SEDIMENT OBSERVATIONS IN GRAND, CUYAHOGA, AND BLACK RIVERS. 

C'leveland, Ohio, July 10^ lOOJf. 

Major: I have the honor to submit the following report on the obser- 
vations made dui-ing the past two years to determine the run-off and 
quantity of sediment carried into the lake by the Grand, Cuyahoga, and 
Black rivers. The primary purpose of these observations was to study 
the effect of the tributary streams in shoaling up the lake and the har- 
bors at their mouths. 

The observations were begun on the Grand River in October, 1901, 
at a gauging section 3 miles above the lake; the discharge was meas- 
ured six times at stages ranging from tt to 7 feet. This section was 
found to be very inaccessible and in March, 1902, another section was 
laid out at the highway bridge over the river at Painesville, about 5 
miles above the mouth; the discharge was measured ten times at this 
section at stages ranging from — 0.75 to -f-S.tto feet, and by a compari- 
son between the gauges and the observations at these two sections and 
by aid of the usual hydraulic formulas a rating table was gotten up 
which gave the discharge for each tenth of a foot change in the gauge. 

The Cuyahoga River measurements were begun March, 1902, at a 
gauging section established at the Baltimore and Ohio Railroad bridge 
at Willow station, about 10 miles above the mouth of the river, and 
opposite the 8-mile lock of the Ohio State Canal. Eight observations 
were made at this station to determine the flow of the river at stages 
ranging from 2 to 11 feet and four measurements were made of the flow 
of the canal; from these observations and from one observation made 
near the mouth of the river on January 22, 1904, during the height of 
the freshet of that date, and by the use of Kutter's formula a rating- 
table was gotten up and used in connection with the gauge readings in 
determining the daily flow. The flow thus obtained did not include 
the flow through the canal, and in order to obtain the total discharge it 
was necessary to make a correction based on information received 
from the State authorities and on our own measurements. 

The gauging section on the Black River is at Ford bridge, -^ miles 
above the mouth of the river, and was established in April, 1902; ten 
observations, at stages ranging from —0.2 to 10 feet, were made and 
used to prepare the necessary rating table for reducing the gauge 
readings. 

None of the sections were particularly^ good for the purpose of 
measuring the discharge. They were, however, all purposely located 
at bridges crossing rivers so that the m6ter observations could be 
quickly and conveniently made from the bridges without the use of a 
boat. They are also far enough from the lake to be entireh^ free 
from the influence of back water. A gauge was established at each 
section and water-surface elevations read twice daih\ The mean of 
these observations was used to determine the dail}^ flow. 

The total area of the basin drained bj^ each river, as well as the area 
above each gauging section, was determined from a map drawn to a 
scale of 4 miles to 1 inch, prepared by the Ohio State board of health 
in 1897, in connection with an mvestigation of stream pollution in 
Ohio. This map has been found, by comparison with the recent topo- 
graphical charts of the United States Geological Surve}" covering a 
large portion of the Lake Erie drainage, to be very accurate. 



3814 REPORT OF THE CHIEF OF ENGINEERS, U, S, ARMY. 

The areas drained are as follows: 



Area above 
gauge. 



Total area. 



Sq. miles. 

Grand River I 663 

Cuyahoga River 778 

Black River i 407 



Sq. miles. 
670 
805 
47.) 



The velocity measurements were all made with a Price current 
meter (No. 600). This meter was rated three times during the progress 
of the observations. In general, the velocity was measured at verticals 
10 feet apart on the section, just below the surface, at mid depth and 
at about 8 inches above the bottom; the mean velocitv at each vertical 
was assumed to be the average of these three measurements. In com- 
puting the daily flow a correction of from 10 to 40 per cent, depending 
upon the severity of the weather and known conditions, was made for 
periods when the rivers were frozen up. 

Beginning Ma}^ 1, 1902, water samples were taken daih^ near the 
mouth of each river for the purpose of approximately determining the 
quantit}^ of sediment carried. These samples were obtained b}^ rapidly 
submerging a wide-mouth 8-ounce bottle to a depth of about 10 feet 
at mid-stream. The weight of the sediment in the sample thus taken 
was carefully determined and the total quantity carried calculated on 
the assumption that the sediment weighed 120 pounds to the cubic 
foot. This method is somewhat crude and the results are necessarily 
approximate, representing better the relative than the actual quantit}^ 
of sediment carried b}^ the streams under consideration. 

The rainfall used is the average rainfall as obtained from the United 
States Weather Bureau reports for four stations in the Black River 
Basin, six stations in the Cuyahoga River Basin, and three stations in 
the Grand River Basin. This data is not. always satisfactory, and 
doubtless some of the inconsistencies in the results of our observations 
are due to this cause. 

The more important results of our observations and the data used 
are shown in the following tables. The discharge given is the total 
discharge for each basin, obtained by assuming the flow to be propor- 
tionate to the area drained. 



APPENDIX A A A TECHNICAL DETAILS. 

GRAND RIVER, OHIO, 
[Area a*)Ove gauging section, 663 square miles; total area of basin, 670 square miles.] 



3815 





Discharges. 


Discharge per 
square mile. 


•i 








2 


^ 


01 


^ 


u 
















Month. 


i 


1 

si 


a 

1 

c 


§ 


* a 


1 

'S 


1 
•a 

a 

8 

i 

a 

Oh 


t 
3 


s 
s 




g 
.1 

1 


P. 

V 

1 


i| 

a 

a 

1 


1! 
.a 5 


a 

a; 

!§' 
li 

a 

a 
s 


It 

^ 
„ 

i 




Oiih. 


Ciih. 


Cub. 


Oub. 


Cub. 


Cub. 






















ft. 


ft. 


ft. 


ft. 


ft. 


ft. 






















■per 


per 


per 


per 


per 


per 








Cub. 


Cub. 


Cub. 


Cub. 


Cub. 




1901. 


sec. 


sec. 


sec. 


sec. 


sec. 


sec. 


In. 


In. 


Perct. 


yds. 


yds. 


yds. 


yds. 


yds. 




October 


82 287 


17 


0.12 


0.43 


0.03 


14 


0.95 


15 














392 1,829 
2,157 8,369 


12 


.59 


2.73 


.02 


.65 


3.43 


19 








.! 


December .. 


9,94 


3 9.9 


12.50 


.44 


3 71 


4.13 


90 








! 




1902. 

January 

February . . . 
March 


655 2 040 


223 


Q« 


3.05 


33 


113 


2.05 


55 












449' 2^058 


26ll -67 


3.08 


.39 


.70 


1.11 


63 








i 




2, 577 12, 550 


146 


3 85 


18.73 


.22 


4 43 


1.89 


234 








1 




April 


1,567, 8,477 


114 


9 34 


12.65 


17 


2,61 


3.46 


75 








1 




May 


6601 2,878 


114 


.99 


4.30 


.17 


1.14 


4.47 


26 


7,049 


16.5 


1,635 


2.4 9 


206 


June 


760 


5, 809 


58 


1.13 


8.67 


.09 


1.26 


6.71 


19 


12, 675 


18.9 


7,200 


10.7 8 


333 


July 


2,202 


8,816 


166 


3.29 


13.16 


.25 


3.79 


8.31 


46 


35, 364 


52.8 


23, 590 


35.3 


17 


311 


August 


183 


673 


41 


.27 


1.00 


.06 


.31 


1.8b 


17 


557 


.8 


61 


.1 


4 


59 


September.. 


190 


1,245 


19 


.28 


1.86 


.03 


.32 


4.10 


8 


523 


.8 


114 


.2 


1 


55 


October 


753 


4,192 


112 


1.12 


6.26 


.17 


1.29 


2.87 


45 


2,290 


3.4 


296 


4 


8 


69 


November.. 


536 


1,903 


89 


.80 


2.84 


.13 


.89 


2.13 


42 


1,002 


1.5 


107 


.2 


7 


37 


December . . 


1,661 


4,914 


348 


2.48 


7.34 


.52 


2.86 


3.82 


75 


6,818 


10.2 


1,105 


1.6 


22 


79 


1903. 
January 


1,770 


4,900 


645 


2.64 


7.32 


96 


3.04 


2.54 


120 


a 20, 000 












February . . . 


1,409 


8.748 


194 


2.10 


13.05 


.29 


2.19 


4.07 


54 


26,215 


39.2 


10, 612 


15.9 


13 


399 


March 


1,998 


8,342 


192 


2.98 


12.45 


.29 


3.44 


2.79 


123 


20, 035 


29.9 


5,175 


7.7 


13 


194 


April 

May 


1,429 


5,908 


101 


2.13 8.82 


.15 


2.38 


4.42 


54 


15,383 


23.0 


5,630 


8.4 


6 


215 


75 


310 


33 


.11 


.46 


.05 


.13 


1.97 


7 


187 


.3 


16 


.0| 1 


48 


June 


331 


1.689 


22 


.49 


2.52 


.03 


.55 


5.53 


10 


1,500 


2.2 


222 


.3 2 


91 


July 


288 2,426 


32 


.4^ 


3.62 


.05 


.50 


5.86 


9 


874 


1.3 


305 


.5 3 


59 


August 


474; 5,908 


14 


.71 


8.82 


.02 


.81 


6.53 


12 


5,011 


7.5 


2,560 


•3.8 1 


205 


September.. 


493 


3,303 


34 


.74 


4.94 


.05 


.82 


2.43 


34 


1,183 


1.8 


288 


.4! 5 


48 


October 


806 


6,386 


28 


1. 20 


9.53 


.04 


1.39 


4.11 


34 


2,725 


4.1 


741 


1.1 


4 


65 


November . . 


544 


2,742 


50 


.81 


4.10 


.07 


.91 


2.86 


32 


2,166 


3.2 


544 


.8 


6 


80 


December . . 


519 


1,700 


81 


.77 


2.54 


.12 


.89 


1.93 


46 


680 


1.0 


56 


.1 


4 


25 


1904. 
January 


2,395 


15, 738 


91 


3.58 


23.50 


.14 


4.12 


4.29 


96 


37, 937 


56.7 


22, 562 


33.7 


4 


306 


February . . . 


1,646 


7,110 


573! 2.46 


10.61 


.86 


2.65 


2.86 


93 


25, 939 


38.7 


7,150 


10.7; 102 


326 


March 


«, 654 11, 135 


200! 5.45 


16.63 


.30 


6.28 


5.23 


120 


142, 558 


213.0 


32, 400 


48. 4 31 


755 


April 


1,404 8,612 


192 


2.10 


12.86 


2° 


2.34 


3.57 


66 


15, 924 


23.8 


7,830 


11.7 25| 227 


May 


1,0681 5,797 


79 


1.59 


8.65 


.12 


1.83 


6.65 


28 


11, 912 


17.8 


3,120 


4.7 12! 216 


June 


1,128 


8,612 


19 


1.69 


12.86 


.03 


1.88 


2.09 


«0 


19, 222 


28.7 


11, 170 


16.7 


2 


341 



3816 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



CUYAHOGA RIVER, OHIO. 
[Area above gauging section, 778 square miles; total area of basin, 805 square miles.] 





Discharges. 


Discharge per 
square mile. 


d 








i 


s 


^ 


^ 


2 5r> 












B 








g 


■fl 


.go 


d 


BB 
















•"% 
















S) 




:3 






^ 


^a 


_^ 


-s^ 
















c 




d 




<u 


1=1 


s" 


n 


V.° 
















'f 




g 




+i q3 


•N 


.y§ 


.gp; 




Month. 














'd 


•^ 


H 


a 


|a 
1 


1§ 1^ 


|g 






S 


a 
a 
1 


J 


a; 


a 
a . 


a 
a 


1 

? 


1 
3 


9 

s 

o 

1 


S 
1 

1 


a 
a 

1 






■530 

nTr-T 




Cub. 


Cub. 


Cub. 


Cub. 


Cub. 


Cub. 






















ft. 


ft. 


ft. 


ft. 


ft. 


ft. 










. 












per 


per 


per 


per 


per 


per 








Cub. 


Cub. 


Cub. 


Cub. 


Cub. 




1902. 


sec. 


sec. 


sec. 


sec. 


sec. 


sec. 


In. 


In. 


Perct. 


yds. 


yds. 


yds. 


yds. 


yds. 




April 


2,34711,390 


394 


2. 92 


14.15 


0.4!^ 


3. 25 


2.58 


126 












May 


594 2,570 


307 


.74 


3.20 


.38 


.85 


3.44 


25 


4,510 


5.6 


l,672j 2.1 


55 


147 


June 


1,413 9,140 


260: 1.76 


11.37 


.32 


1.96 


8.81 


22 


33,650 


41.8 


8,850, 11.0 


45 


476 


July 


2,049 5,850 


505 2.55 


7.27 


.63 


2.93 


6.21 


47 


24, 004 


29.8 


3,960 4.9 


96 


227 


August 


4361 2,150 


216 .54 


2.67 


.27 


.62 


1.96 


32 


3,535 


4.4 


662 .8 


45 


157 


September. 


465 4,560 


164i . 58 


5.67 


.20 


.64 


4.75 


13 


3,775 


4.7 


1,672 2.1 


32 


162 


October ... 


459 1,050 


223| .57 


1.30 


.28 


.66 


2.32 


28 


4,942 


6.1 


2,736 3.4 


36 


208 


November . 


504 1,355 


212 


.63 


1.68 


.26 


.70 


2.21 


32 


3,734 


4.6 


48li .6 


32 


148 


December . 


1,809 6,720 


412 


2.25 


8.35 


.51 


2.69 


3.71 


^0 


18,662 


23.2 


1,411 


1.8 


43 


200 


1903. 
January . . . 


1, 957 10, 830 


406 


2.43 


13.46 


.50 


2.80 


2.07 


135 


28,301 


35.2 


16, 360 


20.9 


20 


280 


February . . 


2, 077114, 500 


436 


2.58 


18.01 


.54 


2.69 


3.65 


74 


59, 511 


74.0 


30,200 37.5 


58 


614 


March 


2,63511,810 


671 


3.28 


14.69 


.83 


3.77 


2. 52 


150 


30, 481 


37.9 


12,230, 15.2 


56 


224 


April 


2, 088 10, 150 


587 


2.60 


12.61 


.73 


2.89 


4.12 


70 


12, 648 


1^7 


4,940 6.1 


44 


121 


May 


428; 609 


283 


.53 


.76 


.35 


.61 


1.39 


44 


1,272 


1.6 


55 .1 


26 


58 


June 


508 998 


303 


.63 


1.24 


.38 


.70 


3.20 


22 


2,654 


3.3 


455' . 6 


36 


104 


July 


626' 3,420 


257 


.78 


4.25 


.32 


.90 


5.64 


16 


4,240 


5.3 


866' 1.1 


38 


131 


August 


1,13812,160 


202 


1.41 


15.10 


.25 


1.63 


5.29 


31 


68, 796 


85.4 


62,340! 77.5 


31 


1,170 


September. 


727 3,120 


•2'64 


.90 


3.88 


.29 


1.01 


2.15 


47 


3,121 


3.9 


4701 .6 


26 


86 


October ... 


610 4,110 


228 


.76 


5.10 


.28 


.87 


3.27 


27 


5,134 


6.4 


1,989 2.5 


24 


163 


November . 


465 2,605 


230 


.58 


3.24 


.29 


.64 


2.12 


30 


3,426 


4.3 


66l! . 8 


35 


147 


December . 


389 797 


237 


.48 


.99 


.29 


.56 


1.90 


29 


1,374 


1.7 


107j . 1 


19 


68 


1904. 
January . . . 


3,38127,800 


186 


4.20 


34.55 


.23 


4.84 


4.26 


114 


250,337 


311.0 


147, 700 183. 5 


5 


1,432 


February . . 


2, 337 15, 640 


716 


2.90 


19. 4S 


.89 


3.13 


2.80 


112 


33, 09? 


41.1 


12,350 15.3 


31 


293 


March 


4,18014,440 


825 


5.20 


17.95 


1.02 5.99 


4.28 


140 


232, 673 


289.0 


101,000125.5 


97 


1,077 


April 


2,28514,210 


585 


2.84 


17.66 


.73 3.16 


3.30 


96 


■75, 565 


93.9 


43,000 53.5 


51 


660 


May 


1,17212,920 


35^ 


1.46 


16.07 


.44 1.68 


4.77 


35 


9,246 


11.5 


5,690 7.1 


3H 


153 


June 


1,57010,600 


234 


1.95 


13.18 


.29 2.18 


1.84 


118 


24, 313 


30.2 


13,700, 17.0 


47 


310 



BLACK RIVER, OHIO. 
[Area above gauging section, 407 square miles; total area of basin, 479 square miles.] 



1902. 

May 

June 

July 

August — 
September. 
October ... 
November . 
December 

1903. 
January . . 
February . 

March 

April 

May 

June 

July 

August . . . 
September 
October .. 
November 
December 

1904. 
January . . 
February . 

March 

April 

May 

June 



207 
869 
895 
115 
142 
229 
239 
706 



2, 110 
7,875 
6, 810 
610 
8251 
1,419 
1,172 
3,625 



999 7,650 
1,11814.810 



1,251 

1,193 

67 

72 

131 

249 

118 

161 

52 

110 

1,607 
1.272 



10, 110 

8, 480 

370 

356, 

1,2031 

3, 620: 

756' 

1,813: 

417 

397 

20, 350 
12, 170 



1,804110,280 
994:14, 050 
228 4,265 
437 5,030 



45 
35 
51 
28 
51 
58 
69 
167 

63 
73 
67 
51 
22 
29 
21 
14 
20 
16 
17 
16 

63 
206 
173 
45 
45 
31 



0.43 

1.82 

1.87 

.24 

.30 

.48 

.50 

1.47 

2.09 

2.34 

2.62 

2.50 

.14 

.15 

.27 

.52 

.25 

.34 

.11 

.23 

3. 

2. 

3.77 

2 
.48 
.91 



4.40 
16.45 
14.22 
1.27 
1.72 
2.97 
2.45 
7.57 

16.00 

30.96 

21.14 

17.71 

.77 

.74 

2.52 

7.56 

1.58 

3.79 

.87 

.83 

42.50 
25.40 
21.50 
29.35 
8.91 
10.51 



0.50 

2.02 

2.16 

.28 

.33 

.55 

.56 

1.70 

2.41 

2.43 

3.02 

2.78 

.16 

.17 

.32 

.60 

.28 

.39 

.12 

.27 

3.87 
2.86 
4.35 
2.31 
.55 
1.02 



3.74 
9.95 
6.81 
1.55 
4.84 
2.50 
2.27 
2.82 



4.47 

2. 

4.17 

3. 

4.53 

2.17 



1.90 


127 


4.27 


57 


2.47 


122 


5.01 


55 


1.96 


8 


3.51 


5 


5.80 


6 


4.73 


13 


1.90 


15 


2.58 


15 


2.17 


6 


1.67 


16 



87 
107 
104 
75 
12 
47 



1,498 

20, 918 

13, 783 

976 

932 

2,030 

1,028 



,054,850 



a 2, 170 

1,710 
811 

1,576 
200 
356 

61, 823 
35, 560 
63,829 
20, 805 
1, 402 
7,.-- 



3.1 
43.7 
28.8 
2.0 
2.0 
4.2 
2.1 



8.6 

1.7 
3.3 



129.1 
74.3 

133.5 

43.5 

2. 

15.6 



571 
6,640 
6,985 
185 
309 
414 
191 



1,057 



833 
70 



37, 186 
16,950 
22,800 

9,719 
820 

3, 295 



1.2 
13.9 
14.6 
.4 
.6 
.9 
.4 



2.2 

1.0 

1.7 

.2 

.1 

77.7 
35.4 
47.6 
20.31 
1.7 



140 
481 
298 
164 
132 
172 
86 



133 
137 
190 
77 
62 

745 
578 
685 
419 
119 
343 



1 
























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THE NORPPS PETERS CO*. T'HOTOL 




PORTION 

OF THE 

DRAINAGE MAP OF OHIO 

COMPILED FOR THE OHIO STATE BOARD OF HEALTH 



d 




PLATE. XXXn/ 



' Band, 

'r vW - C/zaiye, 



t| 



i 



i 



^COO 42.50 



^509 



4750 



Soco 



CCK^**<./>%/Hr«. 



Bng 58 3 



A/evj Vork State Caa/alSurvey. plate. xxxim. 

Chapter 4//\ Iaws or/900. 
D/ AG RA/^r Showing the ffaie of Ataximum 
r/ood Discharae of certain American and 
European Rivers under Conditions com- 
-paralte tot/iose inttieAlokaurk Vallej. 

CurireM). / (f = j^°n% ' iOJcorrespone/s /o floods which ma^ 
occur occa5iona//_^. 

Cun/e/\io. 2, (o =^^^ f 7. 4)cori-e5poncls to f hods oaii/cJi ma^ 
occuf rare/jf. 




6 



Daily G A QE RAINFAL L ,DISCHARCE:, SED/MENT\TgMPERATURE.jA N. 13-31. /9 04. 




J 



"\ 1 

0<D ST 

JSH 







i 



l: 



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.OliAlX IIAHBOK, 
()fl[(>. 



1 1^^ 




1 






;■'■*■•%' ',4 







APPENDIX A A A TECHNICAL DETAILS. 



8817 



The run-off, rainfall, and sediment data tabulated above is also 
shown on the two accompanying diagrams. Sheet No. 1 shows all of 
the data for each river, while sheet No. 2 shows the same data for-the 
three rivers grouped together and arranged for easy comparison. 
From a study of these diagrams it appears that under ordinary circum- 
stances and conditions that the relation between the run-off and quan- 
tity of sediment carried is quite as well if not better defined than the 
relation between the rainfall and run-off. During unusual floods, 
however, such as that of January 21 and 22, 1904, this agreement dis- 
appears and we have an abnormal quantity of sediment for the Cuya- 
hoga River. This change can be to some extent at least explained by 
the conditions in the stream itself. The Cu3'^ahoga Kiver runs through 
the city of Cleveland for 5 or 6 miles and receives the street washings 
and sewage from a ver}^ large area. The river being practically with- 
out current, this material soon settles to the bottom and is only dis- 
turbed in times of unusual freshet, when, as in Januar}^, the slope is 
great (3.2 feet per mile) and the velocity high (10 miles per hour), 
causing a deep scour and generally cleaning out all of the accumulated 
deposits. It is known from actual observations that the scour in the 
Cuyahoga River during the January freshet amounted to from 5 to 10 
feet at the various bridges crossing the river, and this material, in addi- 
tion to that brought down from the basin beyond the city, is included 
in our estimate of sediment carried. In the other two rivers there 
was no such cause for the accumulation of material on the bottom and 
the material so deposited is of a different character and is much more 
difficult to remove. 

The following table gives a summary of all the results for the first 
and second years and for the whole period (twenty-six months) during 
which these observations were under wa}^, for each of the streams men- 
tioned; also the totals for the combined area: 

[Area of basin : Grand River, 670 square miles; Cuyahoga River, 805 square miles; Black River, 479 
square miles; total, 1,954 square miles.] 



Rainfall inches. , 

Run-off from basin, 

inches 

Ratio of run-off to 
rainfall . . .per cent. , 
Mean discharge: 

Cubic feet per sec- 
ond 

Cubic feet per sec- 
ond per square 

mile 

Approximate total 
sediment carried, 

cubic yards 

Approximate s e d i - 
ment carried per 
square mile, cubic 
j^ards 



Grand River. 



lyear 

(May, 
1902, to 
April, 
1903). 



1 year 
(May, 
1903. to 
April, 
1904). 



48.08 

22. 91 

. 47.6 

1,131 

1.69 

148,000 

221 



47.17 

21.39 

45.4 

1,053 

1.57 

237, 000 

354 



26 

months 
(May, 

1902, to 
Jiine, 
1904). 



1 year 1 vear 
(May, I (May, 
1902, to 1903. to 
April, April, 
1903). 1904). 



103.99 
48.03 
46.2 

1,093 

1.63 

416, 000 

621 



Cuyahoga River. 



Black River. 



45.77 
23. 10 24. 04 
50.5 



1, 372 
1.71 

228, 000 

I 

284! 



1,422 

1.77 
BO, 000 

845 



June, 



1904). 



April, 



1903). 



91.98 48.13 

51.03; 18.74 

55. 5' 38. 9 

i 

1, 396 660 

1.73 1.38 

i 

940,000' 96,000 



1,170 



201 



1 year 
(May, 
1903, to 
April, 
1904). 



38.73 

15.70 

40.5 

552 

1.15 

S9,000 



26 

months 
(May, 

1902, to 
June, 
1904). 



93.56 

35.99 

38.5 

585 

1.22 

294, 000 

615 



Total. 



96.51 

46.31 

48.0 

3,073 

1.57 

1,650,000 

844 



The total quantity of material carried out into the lake bj^ these 
tributary streams is quite formidable and clearly indicates that much 



3818 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

of the bar formation at the mouths of these streams* is due to this 
cause, although in some localities, notably at Fairport, it is probable 
that the littoral drift is the source of a large proportion of the bar 
material. 

The quantity of material brought down by the Cu3^ahoga River 
(940,000 cubic j^ards) during the period covered b}^ our observations 
is very large; still, from a comparison of surveys made in Januarv, 
1902, and January, 1904, it is found that a fill of fully 500,000 cubic 
yards has taken place over the area protected b}^ the breakwaters, and 
the greater part of this amount no doubt was brought down by the 
river. 

In view of the fact that the gauging stations established by the 
United States Geological Survey on the Cuyahoga and Black rivers 
near our sections will afford the necessar}?^ information for a continua- 
tion of the study of the flow of these streams and of the additional 
fact that the observations already made have accomplished the pur- 
pose for which they were originally undertaken, it has been decided 
to abandon our stations and suspend further operations. 

Practically all of the field work and computations connected with 
these observations have been made, under my direction, by Mr. Gurley 
S. Phelps, junior engineer. 
Yer}^ respectfull}^, 

G. T. Nelles, 
United States Assistant Enginee7\ 

Maj. Dan C. Kingman, 

CoT^ps of Engineers, 



A A A 21. 



PICTORIAL ENGINEERING HISTORY OF BREAKWATER CONSTRUCTION 
IN THE BUFFALO, NEW YORK, DISTRICT. 

[Officers in charge, Maj. Theo. A. Bingham, Corps of Engineers (now brigadier-general. United States 
Army, retired), and First Lieut. P. S. Bond, Corps of Engineers.] 

United States Engineer Office, 

Buffalo, N. F., May 25, 190^. 

Geneeal: I have the honor to forward herewith under separate cover 
a set of blueprints forming a pictorial engineering history of break- 
water construction in the Buffalo district, from the earliest times of i 
which there is any record down to the present. 

This scheme was conceived by Major Bingham and executed under 
his direction up to the time of his injury. The data were collected 
with considerable difficulty as the records of this office were burned in 
1887 and are at present, therefore, far from complete. 

The information it is sought to conve}^ in this history will be apparent 
upon examination. It contains the important engineering statistics 
of the works, especially materials and costs. To collect and collate 
the information here presented at a glance would require on the part 
of each individual the same labor that has been devoted thereto in this 
office. 

The information concerning the works under the charge of this 
office is fairly complete and exact. Certain other American break- 
waters have been added for comparison. The data for these — more 
or less complete — were kindly furnished upon application. 






I 




Corps of Engineers. 
U.S. Army. 



LAKE BREAKWATERS 

BUFEAL.O UISTRICT 

— N.-Y. 

ERIE PA. 

DUNKIRK >i:v: 

bufpjvliO N-"*: 

CHARliOTTE N.Y. 

OSWE.GO TSJ"^ 



Tor Comparison 

DELA-WARB BJW BEL.. 

POINT JUDITH B-.l. 

SAN PEDRQ CALi. 

SANDV BATi". >CASS. 



Compiled m the BuCfalo Office, 

Under the directiori of 

Mdjor Th0o. iV.Bmghain, Corps of Engmeer^, U. S.Arm^^ 



Eng 58 3 





aboR 






*1 






A. 






acV,. 






i. 






Ui^c 




\n arOnti 












ion. 






^. 






.Ud^ 




P.S8QND. UtuV. CORPS OR 
J.C.quiNTOS.PRIN.ASSI'.CH^ 
rt.p JONES. DEU. ' 




D«LC<imb8.r, \903 



. CO.. PHOTO-LITHO 



Bng 58 3 



STATISTICS OF :NOTABLEi BREAKWATERS 



^o^i*^» Swydm^. 



/ 




1000 



SouffcOhji^ an 

yf/r/o/f ft S7^. 



t 



rJ 



li 



^ 




>r^ 



-—'I/, V/^isiiii^^ 



PS BOHO. LIEUT 

Jc.qgtxTus.pRiH. 

HP JONtS, OIL. 



Bng 58 3 



ERIE, PA. 
INDEXMAP 




Eng 58 



PliATE >J9 1 



mie;pa. iszd-is- 
TH BREAKWATER, TIMBER CRIB- 

ECT APPROVED 182.4: 

T BY DAY LABOR 
> FT OF 6PT SECTION 
) .. .. 12 - 

TOTAL- LENGTH. 

: "B" OH INDEX MAP 



RS. BOND, LIEUT. CORF 
J.C.QUINTUS. PRIN.ASS 
H.P.JONES, DEL. 



COMPILED a. DRAWN UNDER THE DIRECTION OF 
MAJ.THEO A.E.IN6HAM,C0RPS 0FEN6mEtf(S,U.S.ARMX: 
AT THE U.S. ENGINEER. OFFICE, BUFFALO, N.V 
FEBRUARY, 1904^ 



i CO . =HOTO-LlTHO.. 



Bng 58 3 



AVERAGES PER LINEAR FOOT* 



JC.QUIHTU5.PfilM,*i5TE 



PLATE NO : 



ERIE, PA. 1824 -18- 

SOUTH BREAKWATER, TIMBER CRIB. 



PROJECT APPROVED 1 



^ 



PLATE. 140. 2. 



mate; 



'-RIE.PA. 1880-1881 



AREA ABOVE. M 



^OUTH JETTY, TIMBER CRIB>»^^SUPERSTRUCTURE. 
:ONTRACTS. 

lEMENWAY AND M'^tS, DATED NOV. 1^.1879- 

TOTAL. CROSS 3 WORK BEGUN APR. 1880, CONTRACT ANNULLED JULV 2, 1880 (Placed 205 

Conds foui-kiAtion stone) 

TIMBER. lOMERH.HINE., DATED AUG,6,I880. 

WORK. SEGUN SEPT. 1880, CONTRACT CLOSED DEC. 16, 1880- (Placed 291 

cords kmndLation skone^ 

FOUNDATION 3-(tNRY B. STRONG, DATED FEB 8, 1881. 

_ WORK BE&UN APR. 188!, WORK. COMPLETED Nov 9. 1881 

TOTAl^ CO£»T - ' 

.EN&TH OF CRIBS SOFT CROSS BULKHEADS 10 FT CE:NTERS, 

VOID3. f^"-LI)|-Q-p^L LENGTH, 423 FT 

»ROJECT APPROVED MAX 2G, 1824- C^ith suesequENT modificatioms) 

-ro'D" OM 1NDE.X MAP 



BELOW 



FILLING STONE. 



* Averages of 



>ide. 



Sand, Bottom. 




P.5.B0ND, UEU-fCORRSof 
ac.QUINTUS.PRm.ASSTE 
H.R JONES. DEL. 



-IE NO.^Sis PETERS CO , J»MOT0-l.iTHO 



COMPILED & DRAWN UNDER THE DIRECTION OF 
MAJ. THEO. A BINGHAM, C0(?P5oj=ENS!NEERS,U.6ARMY 
AT THE U.S.E.NGlNt£R^0FFICE,9UFFALO. N.Y. 
FEBRUARY, 1904-. 



Eng 58 3 



AVERAGES PER LINEAR FOOT 



I5.M67. 



PLATK NO. 2. 

ER[B.PA. 1880-1881. 

SOUTH JETTY, TIMBER CRia"»''SUPERSTRUCTURE 
CONTRACTS, 



Channel .Side 




PLATE N9 3 



Maj 



ERIE, PA. 1891- 1893. 

NORTH JETTY, TIMBER CRIB- 
COhJTRACT DATED. Nov. 10,1891. - Mov-16.i89!. 



CKOSS SECTJ 



J. B. DONNELLY^ CONTRACTOR. 
TOTAL CKOSi )ST CONTRACT, WORK BEGUN MAY 28. 1891 : \^ork Com«.61ED, Oct. 2. 1891. 

LENGTH 4-52. IS FT 
TIMBER.. 

2-» CONTRACT VtoRK BEfcUN APR 2fe. 1893 •- WORK COMPLETED, AU6.II,I893. 
IRON LEN6TH 30l. 4- FT 

riLwiKS «Toi*TA8LE Of FlI^ST CONTRACT. 

ON SECOND CONTRACT TOTAL COST NVAS ^ 34-. 28 PER.. FT. 



DREDaiN&. 



CRIBS SO FT LONG. 



FOUNDATiOK PROJECT APPROVED WAV 2fe, iS'2.4-(xiTH MODIFICATIONS) 

G-" To'h" on index MA.°. 
Rip- f<AP — I 

TOTAU CO^ 

VOIDS. FlU 



♦ Caat7}ic6, 



Side. 






§0r^7m^^mW^ 



RS. BOND, LIEUT. COF 
J.C.QUINTUS, PRIN.ASd 
H. R JONES. DE1_. 



COMPILED 8c DRAWN UNDER THE DIRECTION OF 

MAJ.THEO. A. BINGHAM. CORPS OF ENGIN EER6, US ARMt 

AT THE U.S.ENGlNEER OFFICE, BUFFALO, NY 

JANUARY, I904- 



ETEiiS CO "HOTO-LrTHO [ 



Bng 58 3 



6 



AVERAGES PER. LINEAR FOOT' 






1 709-7 ■ - 



4.98 

I -i.n 

i 70.73 



CROSS SEC- 



ERIE, PA. 1891- 1893. 

NORTH JETTY, TIMBER CRIB. 

COMTRACT DATED, Nov. 10,1891. - Nov- Ife. 1891.* 

J.B OONNELUY, CONTRACTOR, 

1ST CONTRACT, V/ORK BEGUN M»Y 28, 1891 : W|»K OiMK-EIM, Oct 2. 1391. 

, BCGUM APR ■26, 1891 •• WOSKCOMfltTCD, AU6.il, I89J. 



VOIDI, FILLING 3T0ME,457, : RIP-RAP 4-2.7. (APPROX.) 



liund^tion Ston* 



s.^aW^- -,.. 




SCA.1.E OF I-EET. 



Eng 58 3 



platetho4. 



-rorTAC c«^ 
TIMBER- j 
IRON. ---I 
FILLING ST 

FOUNOATIC 
RIP- RAR 
TRftNCK 
TOTAL. C< 
VOID'S. Fl 



*■ Contra 



S».«.-.v 



RS BONO, lieu' 
J.C.QUINTUS.PRI! 
H.P.JONES, DEL 



rut NOBRIS PrrCRS < 



ERIE, PA. 1899. 

l^ORTH JETTY, TIMBER CRIB. 
CONTRACT DATED, <JUL^ 26, 1899. 

PROJECT APPROVED MAR. 3. 1899 (RIVER &. HA.RBOR ACT) 

WORK BEGUN AUG. 9, 1899. 

V^ORK COMPLETED DEC. I4-. )899. 

TOTAL LENGTH 480 FT. AND ARM OF 60 FT 

CRIBS 30'xI6'k60' : SUPEI^STRUCTURE 30'xft' 

'H'-To'I' on INDE>> map 



Side 



RAP STOMC 25 to JSOLBS. 



..... A<:<V:^i 



COMPILED a. DRAWN UNDER THE. DtRECTIOM OF 
MAJ.TriEO.A.BiNGHAM.CORPS OF ENGlNEEf^S, U.5.ARMX 
AT THE U.S.ENGINEER OFFICE, BUFFALO. N.Y 
FEBRUARY, 1904-. 



Bng 58 3 



plai>e>iq4. 



AVERAGES PER. LINEAR FOOT. 




ERIE, PA. 1899. 

l^ORTH JETTY, TMBER CRIB. 
CONTRACT .DATED, JULY 26, 1899. 

PROJECT APPROVED MAR. 3, 1899 (RIVER K HORSOR « 
WORK BEGUN AUG, 9, 1899. 
WORK COMPLETED DEC. I+, 1899. 
TOTAL LENGTH 480 F 



Bng 58 3 



PlaATE KQ 5 



;j V. «) 

t 



ERIE,PA. 1899 -1903. 

MajSOUTH JETTY, CONCR.E.TE SUPERSTRUCTURE. 

. ""contract dated AUG. 29, 1902. 

^ ^^'^^'pROJECT APPROVED MAR. 3. 1899. (RIV. &. HAR. ACT) 

" " WO«K BEGUN DEC.4-. I902 : WORK COMPLETED OCT. 31-, I903. 

BUFFALO Df?ED&lNG CO. COMTRACTORS. 
TOTAL CROSS aj8 FT. SECTION r CROSS V/AUL.S 6 FT. THICK., EVERY 50 FT IWCLUDIIMG 



OLD SUPERSTR 



New TIMBEf 



N£W 
OLD 



2 BL0CK6 3'''3.5''<« W' 
MANHOLE IN EACH SECTIOKJ. 

BLOCKS lO FT long; CONCRETE IN MASS IN SECTIONS 
ABOUT 50 FT LON&. 
LEN&TH OF 18 FT. 5ECTI0N C-3EE. ORAWIigG) 4-23 FEET 
STONE Ci'ToD' ON INDEX MAP 



PIUES- 



CONCRETE 



New STONE 1,2'TO 14' SECTION: SIMILAR.TO 18 FT SECTION. 

NO C«?05iS WALLS OR. CROSS WALL BLOCtCS. 

6V 12" CJ?OSS TI&S SPACED 5 FT OM CENTER.^ 
CONCRETE l«i FOR- SUPPORTS. 

LENGTH OF 12 TO 14- FT SECTION, 79^ FT 



MANHOLE C< 



B'T"" C ON INDEX MAR 



TOTAL COST] 



VOIDS FlLLlh 



NORTH cJETTy COl^CRETE SUPERSTRUCTURE. 

^^^^'^CONTRACT DATED JULY 2(o, 1899. 

Table jPROJECT APPROVED MAR.3. 1899- CRlV. & HAR- ACT) 

SacbiofrJ.B. DONNELLY, COKTR ACTOR. 

Co^sk w.!^ORK BCGUN JUL^f Z7. IS99. : WORK COMPLETED MAY 30. I9O0. 

bricc -|PILE FRONT W»TH OAK CAP OW EAST 395 FT 

J^in/^jMAXIMUM CROSS SECTION AT EAST END OF CLOSE PILE FRONT, 

fit, n<ivi*'Mll-Af^ TO DRAWING. 

much l|>''lNIMUM CROSS SECTION FROM WEST END TO CLOSE PILE FRONT, 

GFt WIDE SIMILAR. TO ABOVE.. 

TOTAL LENGTH 1216.4- FT. 

:' To'F' ON INDEX MAP 



PRC 
so 




P 5. BOND. LlEui:C01?P.: 
J.C.(illi;4TU5,PI?IN,A5S'l 
M.R JONES, DEL. 



THE NORRIS PETERS CO 



COMPILED & DRAWN UNDER THf DIRECTION OF 
MAJ.THEO. A BINGHAM, C0RP5 op ENGINEERS, U.S ARMY- 
AT THE U.S.EN&l NEER OFFICE, BUFFALO, N. Y. 
FEBRUARY, !904- 



Eng 58 3 



AVERAGES PER LINEAR FOOT *" 



5 "".TO, 



J.,. 



2.09 



S 1 223 



I .". 



PLATE NQ 5. 

ERIE,PA. 1899 -1903. 

SOUTH JETTY, CONCRETE SUPI.TSSTRUCTURE 

CONTRACT DATED AUG. 29, I902, 

PROJECT APPROVED MAR. 3, 1899, (RIV &. MAR ACT) 

WORK BEGUN DEC.4..I902 : WORK COMPLE.TEO OCT 31, I903. 

BUFFALO 0RE0&IN6 CO. CONTRACTORS 

18 FT. SECTION: CROSS WALLS G FT THICK, EVERT SOFT INCLUDING 

2 BLOCKi 3V3.S''.U' 

MANHOLE IN EACH SECTlOkl. 

BLOCKS 10 FT LONG-, CONCRETE IN MASS IN 5ECT10KS 

ABOUT SO FT LONG. 
LEN&TH OF la FT, SECTION (.SEE DRAWING) 4-23 FEET 
'OToD' ON INDEX MAP 



NO CROSS WALLS OR.CR05; 

FOR.SURPORTS. 
LENGTH OF 12 TO 14 FT SECTION, 792 F-T 
B'To'c' ON INDEX MAR 



CROSS SECTION. 



CONCRETE SUPERSTRUCTURE, t 



cut was aboui t77.T9 fir. Iln.*t. Tor North jetty contract 
pries tor m.j<,„,am 08 ft-) ic£*ion wii about * 13.33, For 

muth llss tkan on .SguiS Jsl^j C»f..6l f"- <=" yd) 



PROPORTIONS OF CONCRETE, B-( VOL 








1, CEMENT C1-EN16H PORTLAND) 




^Z.BtACH SAND. 




2 GRAVEL 8c5AND. 




4^ BROKEN STONE. 




NORTH JETTT: 












2. SAND. 




2. GRAVEL 








GRANOLITHIC FACING 








•!. SANO 




i. SMALL BROKEN StONEfGrsoo 


th.d 



NORTH tJETTX CONCRETE SUPERSTRUCTURE. 

CONTRACT DATED JULV 2fc, 1899. 

PROJECT APPROVED MAR.3. 1899 CRIV. 8c HAR. ACTj 

J.B.DOHNELLT, CONTRACTOR. 

WORK BEGUN JULy 27, 1999, : WORK COMPLETED MAT 30,1900, 



D OF CLOSE PILE FRONT, 
ENO TO CLOSE PILE FRONT, 




SCAHE OF F-EBT. 



COMPILED a, DRAWN UNOeR THE I 
J,T«EO. A BlNGHAM.CORPi oF ENGINEEI^S. I 
AT THE U.3,EN&1NEER OFFICE, BUFFALO, N 
,1904 



Eng 58 3 






9.6 




PS BONO, HEuV.d 
J.C.QUINTU&.PRJNJ 
H.RJOMES,0eL. 



NOHRIS PEfER-; CO. PHOl 



Eng 58 3 



DUNKlRK,:Nr.Y. 
INDEX'MAP. 

COMPILED i DRAWN UNDER THE DIRECTION OF 

JTHE0.A.tlN6HAM, CORPi OF EN&INEEF^S, U. S. AB 

AT THE U.S ENGINEER OFFICE, BUFFALO NY 

JANUARy I904. 



^ 




Eng 58 3 3 



PliATE. K91 



Mat<iri 



DUNKIRK, :N.Y 1873-1897. 



CROSS SECTION ABov-RTATCHElD BREAKWATER, Timbbr Cr.b. 

n^, ^^ORK BEGUN t873, WORK COM?tETED OCT. 30, 1897. 
" BELO^OJECT APPROVED MOV. 3, I870, MODIFIED JUNE 3, 1896. 

J. JENN1NG4 fife OTHERS, CONTRACTORS. 
TOTAL CROSS SECTION ,, 

R1B5, 8 C0UR5E.5, 5U PER STRUCTURE 9% C0UR5E5. 

TIMBER. ENGTH OF CRI85 FROM 30 TO 130 FEET 

^, ^ ORTIONS 9UILT WITHOUT SUPERSTRUCTURE. 
CRIB FILLING STONE^jjAL LENGTH 1990 FT AMD ARM OF 560 FT 
.„^,, .RIBS OF LAKE ARM, l7 COURSES DEEP 



OREO&INS(PAID SY ^f• TO fi. OM IMOEX. MAP 
TOTAL COST. 



VOIDS, PILLIKG &TC 



* f/^a/^ caA/T/fj7<^7 



F.S.8ONO, LIEUT CORPS 0! 
O.C.QUINTUS. PRIK.ASST EN 
MP. JONES, DEL. 



EL. 



COMPILED AND DRAWN UNDER THE DIRECTIONS OF 
MAJ.THEO. A.BIViGHAM, CORftS OFEN&INEERS, U.SARMY. 
AT THE U.S. EN6'R. OFFICE, BUFFALO, N.Y 
JANUARY. 1904-. 



THE NO^RIS PtTERS I 



PHOTO-LITHO,, WASH 



Bng 58 3 



iO 



AVERAGES PER LINEAR FT ^ 



If" 



^S 8..2 



t 33. IZ 

n it 



DUNKIRK, ^.Y18T3-1897. 

DETATCHEX) BREAKWATER, TiMsen Cf>.b. 

WORK BEGUN 187J. WORK COMPLETED OCT. lO, 1897, ^ 

C8IB5. 8 COURSES, SUPERSTRUCTURE B'M COURSES 
LENOTH OF CRIBS FROM 30 TO ISO FEET 

r SUPERSTRUCTURE. 



C»=SOSS SECTTlOlvl. 




SCA.X.E. or : 



Bng 58 3 



PLATE N9 2. 



CROSS SECTH 

TOTAL CRO 

TIMBER. -_, 
CUlB FILUING, 
FOUNDATION 
CONCRETE.. 
DREDG)Ne-| 

POSTS AND -ST 

IRON. 

MAKMOLE CO 
TOT A I. COS-j 
VOIDS, FIL 



I]U1^K1RK.1^.Y 1897-1898. 

DETATCHED BREAKWATER. Timber Crib, Concrete 6Kea5uPER'T« 
CONTRACT DATED AUG. 11.1897. 

PROJECT APPROVE.D NOV 3. 1870 •• MODIFIED JUNt 3, 1896. 
rtlNGSTON 8c V^OOOS, CONTRACTORS- 
WORK BEGUN AUG. I .1837 -. WORK. C0MP\.ETED,AU6.3I, 1898- 
LENGTH OF CRIBS 150 FT 8r. IfeO FT 
ISO FT. OF CRI6S lO FT. DEEp AS SHOVVM IN DRAWINfe 

IGO Q> •• 

SOLID CROSS WALL OF CONCRETE 6THICK EVERY 50 FT 
TOTAL LENGTH 310 FT 
G.TO H. OM iNOex MAR 



* CONTRACT, ide. 






HS.BOND, LIEUT CI 
J.C.QUINTUS. PRIN 
H.P JONES, OEL. 



COMPILED 8c DRAWN UNDER THE DIRECTION OF 
MAJ.THEO. A. BINGHAW, C0RP6 OF ENGINEERS, U.S. ARMY. 
AT THE U.S. ENGINEER orFICE, BUFFALO. N.Y 
JANUARY, I904-. 



fht nOHRIS P£TCRS CO . PHOT 



Bng 58 3 



PLiATE N9 2. 



-z 


AVERAGES 


PER, LIN, FT, ♦ 






Matiriali- 




c'?''TA 


o^ .» AIR 


"<"'■ "^<^"»t 


Cost 




.. 


6.96 
Jlfc.fcfc 

.^ 2.08 
■5 10, SS 

1 :.:: 
|:: 


1 '.rii 

« 2B,SS1 

1 '■'■^ 
^ O.003 

S o.oAT. 
I 6.03-2 


fc:: 

8.847. 

1 -"7. 


\.T4 

16.21 

i i.+8 

3 0.19 

1 ,s..o 
i 65. la 


TO 




FILimC ST 


- 


OATIO 


CRETE. 




....... c..........c™,e 




— — -- 




KECO 





PROPORTIONS OF CONCRrrt.BV VOL 



I CEMEUT (.ATHS 



«[D STONE SANO 



LUl^KlRK.l^X 1897-1898. 

DETATCHEB BREAKWMER, Tw,i,CRiB,CowRtTE5Heu.5wER'T« 



^CRIOSISOFT fc 160 FT 
CKI4S 10 FT. DEEP AS SHQWM IN CRAVJ1N6 



CROSS SEC^ 




sa f ii i iiiBi i Mgiifi? ^ 



THE U s. ENGINEER orFlCl 
JO.NUA.RY, 190*. 



^CAX.E.OS' XEET. 



Bng 58 3 



PLATE >J<?3. 



)UNKIRK.;NY. 1897-1898. 

MaberN EST BREAKWATER, CONCRETE SUPERSTRUCTURE. 



BELO. 



CROSS SECTION ABovpONTRACT DATED APR. IST" 1897 

'ROJECT APPROVED JUNE 3.1896 

:..J. HINGSTON, CONTRACTOR- 
TOTAL CROS3 SECTi^'ORK 8E&UK JULV 2, 1897 •• WORK. COMPLETED AUG- 31 1898- 

_ENGTH OF MONOLITHIC SfcCTION 50 FT 
OLD AUPERSTRUCTJ-o-r^VL. UENGTH 680. 8 FT 

CONCRETE, -3UILTIN 3 SECTIONS. 

E.ECTION I ■ IG FT WIDE AND SUPERSTRUCTURE AS ON DRAWING. 
3.4-1 CU.YDS. PER FOOT. LENGTH 261 FT 
A TO B ON INDEX tAAP. 



TOTAL COST 



VOIDS, FILUIN& S 



^CONTKACT PK 
■[■ AREAS OF PRCSEl 



sECTIOWa, MEAN SECTION AS SHOWN CM DRAWING, 
AND IN TRBLE , LENGTH 239 FT 
B TO C ON INOtX MAP 

SECTION 3. 38 FT WIDE AND SUPERSTRUCTURE AS ON DRAWING. 
4-.63 CU.YDS. PER FOOT, LENGTH 180 FT 
D TO E OU INDEX MAP 



ae. 




R S.BONO, LIEUT CORPS' 
J.C.QUINTUS, P?l)iA3SW: 
H.R JONES. DEL. 



NORRiS ffCTEHi CO. PHOTO-l 



COMPiLEO AND DRAWN UNDER THE DIRECTION OF 
MAJ.THE0.A.BIN6HAM, CORPS OF ENGINEER'S, U. S.AIWY. 
AT THE U.S. ENGINEER OFFICE, BUFFALO, N-Y. 
JANUARY, I904-. 



Eng 58 3 



)?. 



AVERAGES PER LIN. FOOT * 




|.SOO„ 






PLATE>1'?3. 

Dl]NKIRK.l^Y 1897-1898. 

WEST BREAKWATER, CONCRETE SUPERSTRUCTURE. 
CONTRACT DATED APR. I5T" 1897 

PROJECT ftPPROVeO JUNE 3. 1896 

E.J, HINGSTON, CONTRACTOR 

WORK BE6UN JULf 2,1897 ; WORK COMPLETED AUG. 31. 1898. 

LENGTH OF MONOLITHIC seCTlON SO FT 

TOTAL LENGTH 680.8 FT 



RBLE, LENGTH 233 I 



• CONTACT PRICES. 

inUi OF WIMEHT STRl'Cl'uKE,! 



>ss SBc-nat- 



fBOPORTIONS OF COKCRETE. 8T VOL. 
»-A. I.CEKENT(MRTL»Mrt 

J, S««0 

2. GRAVtU. 

2. BUOKtll STONE. 


.0 


1. CCKtHT 

3.' 8iiOKEH''sTONE. 




2. SftND. 

J BROKEN STOME 
MIO LAKE STtNE 




^^t^F^• 



COUPS oFENS'Ss.ll.S.Alim 



COHPILEO AND DRAWN 



THE DIRECTION OF 
CoaPSOFENtlNEESi, U.S.ARHY, 
IGINEER OFFICE OUFrALO.N.Y. 
lURRY, 1904.. 



Bng 58 3 







U^40ER THE »iRECTiON OF 
:ORPS OTENG'.NtERS.U.SARMY. 
R OFFICE, BUFFALO, NY 
\HV 1904-- 



- r 




2000 3000 

OF FEET. 



r 



PS30W0 "LUEU'^CO 
J C-QUmUS, PRlN.'ft! 

H.P.JONEi, DE — 



4000 



HHOrO-LITH 



Eng 58 3 



13 




Bng 58 3 



PLA_TE 1. 



MA 



CRo«s sec 

CHOSS jECtlD. 

Total cross 
TiMBfeR 
CRIB PILLI 



FOUNDATIOl 
FRAMING 
tRENCH EX< 

SRAVEL TRJ 

IRON 

TOTAU CO 

Total, cos 
voids, poui 

* ESTIMAT! 



BUFFALaN.Y 1869-1882. 

OLD TIMBER CRIB BREA15WATER. 

COISITRACT^. 

BAILEY ScDENNY, JAN.20.1868: D.E. BAILEY AU6.22,IS70, OCT 2O.IS70. JUNE28. 
t. BAILEY, JULY 5,1872: APR.24,lST3 : MAY 13,1875. 187!. 

AMBROSE CLARK., JULY 25, 1877 
■RANKLIN B.COLTON, OCT 29, 1878. 
D.e. BAILEY, JAN. 27. 1880: sePT.25.l880. 
HINGSTOk' & WOODS, MAY 27, !88l. 
-PROJECT APPROVED 1868, BOARD OF ENGRS. 
WORK Bt&UN JUNE 7. 1869. 

COMPLETED NOV. 1882- 
TOTAL LENGTH 4891 FT 
L.eN&TH OF CRIBS, SO FT. 



D TOG OK »NDEX MAR 



rib not known. 



LAKE BOTTQ » 



>OL^f^/HV 




CLAY 



P. 5. BOND.LS 
J.C.QUlNTUS, 
H.PJONES, OE 



CbTnipileiea\^Drd.vnun<3tr bKc drtcction of 

>lajThao.A.Bin$ha7n,Cbrpsoirnia*&."lIS.ATm\}-. 

akth«,USIiigxr><wx Office. Buifaio, N.V: 

January , 1904r. 



Bng 58 3 



14- 



PLA-TE 1 , 




■Mai'n3MABin$hajn.Cbrpsoiynir6.\ISftrniy. 
akthc.U.SZDjimarOffict.BuffeJo. N.V 

Bng 58 3 ' 



PLATE 2 



^FFALO,N.Y 1884-1893 



MATERIAL.. 

cKc,s.s.cT.cMA8ov.M.P TIMB ER CRIB BREAKWATER . 

CROSS stcTioN BfcLOw mLhEWII.UAMS, F£B.2l.tB84-,805.9FT TOTAL COST * 89,783. 58 
'ARMSWORTH NOV. 2ai884T 652.9 ■• 64 173.44- 

ABOVE LAKpNNELLY , APR. 17 189 1. 452.6 6Q 189.91 



Total cross SEC-; 



TlMBtf 



CRIB FiLLine STONE. 



i^URCHYARD . NOV. 28,1892. 806. 3 II 2, 280. 1 2 

ECT APPROVED, 1868. BOARD OF ENO.RS. 

( BEGUM MAR.15. 1884- - WORK COMPLcTED OCT 3. 1893. 

LLEN&TH 2715.1 FT MEASURED. 

BS 50x3€.x24' :49CR1BS 50'-ic36x22' 

>LATE5 ON LAKE SIDE OF CRIBS, 2FT ABOVE AND 2 FT BELOW M.LL. 

STRAPS ON FEETOF CRias: LONGITUDIMAL WALLS REtNFORCEO 

'IRON STRAPS. 



FouMDATioK sToNft 3 H ■' OM INDEX MAR 



RtP- RAJ». 



toTAU Cost 

VOlOS, F'OUNOATION STo 



AVERAGES OF FOU». 



S.TO 



JJJWWf 



PS.BOND. LIEUT CORPS Or El 
J.C.QUINTUS.PRIN.ASS'T.EHSf 
H.RJOHES.DEl.. 



THE NORKIS t-ETERS i 



. PHOTO-LITKO.. W 



i 



CoTnD\\c3.aniiiDra>.an-u.ndU.r tVia. direction, of 

Maj.'&co.A.Bin^ham.CarpsoEEngrs.lI&Anirf 

aL-lhcU.3.Ensmoer Office. Buffalo. M .Y 

Decc2xib<zi: 1903. 



Bng 58 3 



IS 



PLATE 2. 





AVERASES PER 


LINEAR F 


OOT* 




M*Tt8lAL 


'.r,T=' 






COST 


.,=.=...«..««.- 


...™„ 


Ei 

1 


r .... 


17.97. 
1 70.07. 

1 10,9 7. 

r ,.7. 


t 67.76 
33.71 

5 8.6* 
' 0.8O 
H22.59 


•" — 




— '-- 




,M r.„„„™HST 


-.AOI. 


: f ,LUK. ST 


NE 467. : 


,P.i!«pa.27. 



AVEBACtS OF fOUH. COMTRACTS- 



LAKE BOTTOM -25 



BlJFFALO,N.Y 1884-1893. 

OLD TIMBER CRIBBREAKWATER. 
CONTRACTS. 



CROSS S£C-rioi~ 



J.B.DONNELLY APR 171891 452 6 


60 189.91 


J.J. CHURCHYARD, NOV 29,1992 806 3 


112.280 12 


PROJECT APPROVED. 1869, BOARD OF ENCM. 






. 1893 


TOTAL LEUSTH 271S1 FT MEASURED 




SCRIOS 50X36X24' :49CR1B5 50X3SX22 








HON STiiAPS ON FtETOFCRlFre: L0N61TUD1NAL WALLS RttNFORC 




SCJ*.LE OF rEEX. 



ConaiVJanaOra-nundir fti« direction of 

Mjj'Di«tiAJin4ham,Ci>rpsoiEngr«'U6Aniq: 

aHhi!U,SIn«inittrO£fiM.Buifalo, N.Y 



Bng 58 3 



2| 



I 

MB 



AREA 
AReA 

OLD 

COMC 

COMC 

HI&CC 
PUMW 

rOTAJ 

TIMB 

CRIB 

void: 



N P.JOM 



PLATE 3 



BUFFALO.^.Y 1887- 1889. 

OLD BREAKWATER. MOIJOLITHIC CONCRETE SUPERSTRUCTURE. 
BUILT BY DAY LABOR. 

fKOJECT APPROVED AUG-S. 1««6 (WVER & HAKSOR ACTj 

>*<ORK »E6UN JULtao. 1887 : WoRK COMPtETEP NOV. 30 1883 

COMCRrrt BLOCKi A-2" L0N6. 

MONOLITHIC SECTIONS SO' L0H6. 

BLOCKS WERE DOWELEI) TO MOMOLiTM, 

FACED WITH CONCRETE IN PLACE 

STONE FACED 

FACED WITH CONCRCTE Bl.OCICi. 



aso FT. 

200 FT 

14fe0 - 
I9IO - 



KEMtASURtD LENGTM. 1910.5 FT 

SECTION OF OLD BREAKV^ATER , MONOUTHIC SUPERSTRUCTURE. 

\96T9 FT L0N6 ON CRtBS ift" WIDE 

PROJECT APPROVED SEPT J9. I890, RIVER & HARBOR ACT 

WORK BEGUN(MANUFACTUR£ OF BLOCKS; DECl. S889- NOV. 8. 1891. 

SECTION SmiLAR TO DRAWING, COST PER LIN. FOOT. $ 108.32 

(IMPROVEMENTS INMACHINERX ACCOUNT FOR SMALLER CO&Tj 

tOTAL CONCRETE IN PLACE-, INCLUDING BLOCKS, 25969.28 CU.TOS. 

O TO'e' AND'f'TOG , OM INDEX MAP. 



CompilcclaLnddTdvin under thedntictjon of- 
Maj.thco. A Binjlham, Corps oF tn^Ts. U. 5. Army. 
^ the U.S. Engineer Office, Buffalo, N.Y. 
JawiLiar^, 1904-. 



Bng 58 3 



16 



PLATE 3. 



AV£RAGe5 PER LIMEAR FOOT 






all surEUTrucTuRC 

WUCUTE 3L0CHi 



i «linU.»«MU>, PL«IM«W. ll««lC)a. MAiW 



SS.-J7 

45% : R1P-R»P 42"% M 



¥54. 16 
t..04 



I 58.97. 



BUFFAL0,T^:Y 1887-1889. 

OLD BREAKWATER, MOTOLITHIC CONCRETE SUPERSTRUCTURE. 
BUILT BY DAY LABOR. 



CROSS LECTIO t>>l. 



iiHcoNciirreim'LM.e 

STONE KCED 



LENOTH. 1910. Sr-T 

OLD BMRKWIlTER.MOHOLnHlC SUPtRSTnJCTURE. 
,96T9 FT L0M6 OM cms is' WIDE 

WORK Bt6UH(MANUFACTURfc Q " ~ 



I SmiURTO B8HWIK6, COST PERL 



ACCOUNT FOR SMALLER COST) 
Total CONCRETE. IN PLRCE., INCLUDING 9L0C1CS,2S969. 2! 



PROPORTIONS OF CONCRETE, B'^ VOL. 
CONCRETE BLOCKS. . 

l.CEMEMT iBURHAM PORTLAND, EHSLlSiy 

It RHEK SANO. 

J* PEBSLES. 

j^^BBOKEN STONE. 

IN. PL^CE. 

SAME *5 ABOVE. 
NATURAL CEMEMT COWCRETE. 

sAKie AS ABove. 

A«ON NATURAL. CEMENT USED- 




(Sic platel) 



SCAX,B OF yEEX 



a*' the lis EnJinaerOffiot, Buffalo, N.X. 
Januarj, I904-. 



Eng 58 3 



PLATE 4. 



BUFFALO, N.Y. 1897-1899. 

^TON Y POINT TIMBER CRIB BREAKWATER, SECTION 4 

^ONTRACT DATED JAN.27. 28, 1897 

CROSS SECTION AtROJECT APPROVED JUNES"? 1896 CR»V. ft: HAR. ACT) 
JU&HES BROS. 8c BANGS, CONTRACTORS 
TRENCH EXCAVATION BEGUN JUNE 29tm.|897. 
COMPLETED OCT 7. 1898. 
RAVEL. FILLING BEGUN SEPT. 27. 1897 
COMPLE.TED NOV. «9, 1898. 
IRSTCRIB PLACED AUG. 2fc. 1897 

Timber structure completed. June 30, i899. 

FOUNDATION STJiqje ; CROSS SECTION OF TRENCH AND STRUCTURE 

INCREASE AS THEY EXTEND LAK£WAR0(5Ee OTHER SECTIONS) 
'OTAL LENGTH = 5 4-1. I FT 
.ENSTH OF EACH CRIB « 60 FT 



TOTAL CROSS SEC 

TIMBER _ 

CRIB FILLING S^ 



GRAVEL TRENC 
TRENCH EXCA 
VOID5, GRAVE 
TOTAL COST 



* CONTRACT P 



>< TO'O ON mOEX ^AAP 



"i{^Jy?:^:^i^'^i(:li^\'>^C' 



RS BOND. LIE. 
J.C.QUJNTUS,! 
H.R JONES. DE 



NORRIS PETERS CO, PwO 



LAKE Bottom -2c' 




Compiled d^nil Drawn linear the dinection of 

Xaj.ThGo, A Bjn^iQ.Corpsof Eti^Ta. USirmj 

at the U.S.i:Ti^mecr OtEic^.lBuHalo, HX. 

Dcceirib&r 1903. 



Eng 58 3 



n 



AVERAGES PER UNKATl TrOOT 



PLA.TE 4. 

BUFFALO, N.Y. 1897-1899. 

STONY POINT TIMBER CRIB BREAKWATER, SECTION A 
CONTR ACT DATED JAN.27. 28, 1897 

PROJECT, 




■Rai.Thoo, A Bmjham.CoTpsof En^ ta. USArmj. 

1ttV!»U,S.ETi|.ne.rOifiM.-BoKalo,-HX 

T)«c«in"b»r 190 J- 

Bng 58 



PLATE 5 



Ax^UFFALO. N.Y 1897-1899. 



MATERIAL 



-TONY POIKT TIMBER CBIB BREAKWATER, SECTION 5 
UGHES BROS.& BANGS, C0:NTRACT0RS. 



c. 



■Section 



ML/ON TRACT DATED JAN, 27,28,1897 



BELOW -• -^ENCH EXCAVATION BE6UN JUNE 29. 1897. 
-I- ^ c, iMPLETEO OCT 7. 1898 

lOTALLROSSbECTJON ABaj^y^^ FILLING BEGUN SEPT 27, 1897, COMf>L£TED NOV.\9.I898. 

Timber tsT crib placed Au6.2fe. i697. 

IMBER STRUCTURE COMPLETED JUNE 30. 1899 



Crib Filling Stone 



OJECT approved JUNE 3»P 1896 (RW.&HAR.ACT) 



Foundation Stone (R.P-I?^^= ^«°^^ section oFTREhiCH and stj^ucture ihcrease 

^ AS THE-Y EXTEND LAKEWARDC SEE OTHtRSecTlOHS; 

GravelTrench Filling jtal length •= !480.5 feet, and shore return of 24 ft 

T- t ITAL length OF trench 1600 FT 

Trench txcAvATiOha.. ^^^^ ^^ ^^,g^ ^ ^^ ^^^^ 
Voids -^ Gravel 27' -,^-^- ^^ ^^^^^ ^^p 
Total. Cost 



*• CONTRACT PRICES. 



CTION 4, SEE PLATE N0.4- 

^TIOM .3, CRIBS 24' X 12.'% 60', SUPERSTRUCTURE. PARAPET 12 HIGH 

12 FT. WIDE, BANQUETTE £." HI6H 8Yl2'WIDE. 

COST PER.LIN FT 0F5TRUCTURE, $53-31 
CTION 1. CRIB IGX 8' XIZO, SUPERSTRUCTURE PftRAPElT a' H\GH 

8' WIDE, BANQUETTE 6' HIGH BY 8' WIDE. 

COST PER. LIN. FT. OF STRUCTURE .$ ?3 80 
CTION i, CRIBS IfcX 4' X60'. SUPERSTRUCTURE ,PARA.PETSHi6M 

S'>NlOE, BAK^UETTE g' hlGK BX S'wiOE 

COST PE R. LIN- FT. OF STRUCTURE ^ IS.Sfe 

StCTiONS 1, 2. ANOa/o'T0"P' ON INDE>. MAP. 



LAKE BOTt! 




R 5. BOND, LiEU'TO0RP5 OF^P^^^^^^^^^ 
J.C OUINTUS.PRIN.A&ST EN6"R. 
H.RJ0NE5 DEL. 



Compiled and Drawn under Ihe direction oc 

Maj.Theo. A."Bin|ham,Carp5of Engns. US-Arrnvj. 

al the U.SEniimarOffiCfc. Buffalo, N.Y 

December 1903. 



Eng 58 3 



18 



TOT^LLEM&TH - ,-,o«;. rcci,«« 
TOTAL LEN6TH OF TBENCM 1600 
LENGTH OF ClilB5 » 60 FEET 




PLATEi 5. 

BUFFALO, N.Y 1897-1S99. 

STONY POINT TJMBER CBIB BREAKTA'ATEH. SECTION 3 
HUGHES BROS.& BANGS, CONTRACTORS. 
CONTRACT D ATED JAN. 27.28,1897 

THEKCH EXCAVATION BE6UN JUNE 29 1897. 

COMPLETED OCT T 1898 

6KAVEL FIILIN6 I1E6UN SEPT. 27. 1897, COMPLETED NDV. 19,1899, 

fm&T CBIB PLACCO AU6. 26. 1097 

TIMBER STRUCTURE COMPLETED JUNE 30 1899 

PROJECT APPSOVED JUNE l>PI8q6 (mv 8, MAP ACT) 

NOTE: CROSS SECTION OFTRENCK AND STRUCTURE lUCREASE 



SECTION 


3, CR1B5 2 


AJ.12>L6 


', SUPERSTRUCTURE.. PARAPET 12 


























2, CRlB 16 






It PARAPt 


amt 






8AN9UEr 


E 6H16N ne- 


■IDE, 










OF STRUCTURE 


i?3ao 








= X 4 X 6- 


■, lUPERS-reuO 


URE.PARAI 






2«.oe 


BAN*uf 


TE 6' N16H B^ awiOE 










T. OFSTRUCTUR 


E>IS.S6 





ConfOeJand Kr*"" undar the direction oi 



PLATE 6 




"Maj.Thco. A.Bvn^ham^ Gorpi of EB4'r4. U S Arm>^, 

atthcIISE-ngmdcrOffice. Suffdlo. TS V 

Decft-itCber 1905. 



Eng 58 3 



PLA.TE 6. 



BUF^^L0,1^.Y. 1897 -]902. 

feORTED RUBBLE MOUND BREmWATBR 
^0>ITRACT DATED JA^N. 27, 28, 1897 




CompQalandBravnmldjirtlle- ditEctuin o£ 

Maj Thco. A. Bm jhani, Corps ol EiJ'rj. U S ArTtLv|, 

althcUSETisnuarOHiK. 6uHilo,"NY 

T).ic«mbcr "1905. 



Bng 58 3 



^BUrFALO.^.Y 1898 -J902. 



OtD iUPtRSTRl 
NEVv TJMBER 



CONCRETE BL 

IN PI 

COST OK SOPE 



Timber 

crib fillinc. 

fOUNDATIOM 

Travel, t 
TRENCK ExcA 

Rip- Rar__ 
Cost Of oLo 



SOUTH HARBOR ;SECTIOI^,TIMB£R CRIB BREAKWATER. 
DATED JAX. 27,28. 1897 

PROJECT APPROVED JUNE 3,1896 (RlVSLHAR. ACTj 

HUGHES BROSSc BANGS, CONTRACTORS. 

WORK BE&UH OCT 7, 1898 : WORK COMPLETED OCT 27, I9O0. 

CROSS SECTION THE SAME AS ON SHEET NO. 5. 

RIP- RAP ON LAKE fACE ONLY: LENGTH OF CRI&5 180 FT. EACH. 

TOTAL. LENGTH = ^759 FT ANO'C OF 24- FT 

OF TRENCH =^2920 FT T-ToQi ONINOEXMAP 

WEV CONCRETE SUPERSTRUCTURE. 



CONTRACT DATED APRIL 10, 1901: PROJECT APPROVED MAR 3. 1901. 5uH0*>iOv,Lfca 
BUFFALO DRF.065MG CO. CONTRACTORS. 

WORK BEGUN JUNE I8,]90> : WORK COMPLETEP MAY 18. 1902. 
ReN^LENSTH OFCONCRtTE BLOCKS r2FT. : CONCRF.Tt JN PLACE !N SECTIOHS 36 FT 
Two CRO!iS WALL BLOCKS, GxTxA' EACH. AND ONE BLOCK 5'x3V3' '-*'*^ 

EVERT 36 FT: ADJACENT BLOCKS WERE KETtD TOGETHER LONGlTUPINALLY. 
MAMHOLE IN TOP EVERY 3G FT 
TOTAL LENGTH = 1300.48 FT 
SOLID CONCS^TF. CROSS WALL 6 FT THICK EVERY 36 FT 



PLATE T. 



K TO L ON INDEX MAP 




Compfiedandljriwn under the direction of 

T^.Theo. A.ftiD;gbain,Gorp5 of En^ r6 U- S. Artn.^ 

atthcU.S.£n^mMT ff icc, Eufi a.lo, l^.>f 

Dec e-mbcr 1903- 



Eng- 58 3 



20 



WERAGE5 PER LI^Efl_R FOOT, t 



PLATE T. 



BUFFALO, N.Y 1898 -J902. 

SOUTH HARBOR SECTION.TIMBRR CRIB BREAKWATER. 
CONTRACT DATED JAK 27. 28. 189T 

P«OJECT APPROVED JUNE J, 1896 (Riy.i K«R. «CTj 
" BROS & BANGS. C0NTRACTX>R5. 

iUM OCT 7,1898 : WORK COMPLETED OCT 27, 13O0 
CROSb SECTION THE SAME AS ON SHEET NO. 5. 



ot TRENCH = 2920 fT J'fo Q' OmHI)t>.MftP 

M'W CONCRETE SUPERSTRUCTURE. 

CONTRACT OATEO APRIL 10. 1901 ; PROJECT APPROVED MAR 3 
BUFFALO DflED&IHO Co CONTRACTORS 

BEGUN JUHt 18.1901 : WORK COPIPLETEO MAT 18. 19C 
ITt BLOCKS 1 

KTfEO TOGETHER L0N6ITUP1NALLY. 
TOP EVERT 36 FT 

SOLID CONCRITF. CROSi WAIL (.FT THICK tlEPT 34 ff 
N INDEX MAP 




«OPO»T10NS OFC^NC«ETE,BT V( 
(I Ltm&K PORTLAND CEMENT 
jl RIVER GRAVEL 
,1 SAND 4 Fii^E &RAVEL 
7 "'"'t^'EENO BROKEN STONE. 
^_i*CONCRETE. 



SCALE OF fEET. 



CotnpMindOMwnuivJtr tiw aKacUon aS 

^lh.UitDjm«TOff?«.flurt»lo VY 
VutzrCMr 1903 



Eng 58 3 



PLATE 8 



AV 



AREA ABOVE MEAN LAKE l 



-'BUFFALO, "N.Y, 1899 -1900. 



53 AREA 8EL0W MEAN LAKE 






)Lr> BREAKWATER, SHELL CONCRETE SUPERSTRUCTUHE. 
CONTRACT DATED MA^t" 3 1,1899. 



TOTAL CROSS SECTION ABQ 

iuPFALO DREDGING CO., CONTRACTORS. 
O4.D UPERSTRUCTURE \q^,^ BEGUN AUG.5. I8&9 •- WORK COMPLETED OCT 28- JSOO 
MEW TIMBER. jENGTH OF CONCRETE BLOCKS, 10 PT 

lONCRETE IW PLACE IN SECTIONS 50 FT LONG 
CONCRETE , BLOCKS Sc iv^^^q CROSS WALL BLOCKS 6x-7'»4" EACH, AND ONE BLOCK 5' x 4V 6' EVERY SO n 
5TONS FILL1KG.C'"''*ho'b^0JACENT BLOCKS KEYED TO&ETHER LONGITUDINALLY. 

IAN HOLE iN TOP EVERY 50 PEET 

TIMBER fOTAL LeNG7TH 10)5 FT 

CRta F(i-t.»NG STOWS.. ^'ROJECT APPROVED MAR.-ZS.^BQg, CBOARO OF cK&llMEERS) 

SOLID COKICPETC WALL «»' THICK E:VER>{ 50FT. 



FOUNDATION STONE .' 
TOTAL. COST. W iUPS.RS 
VOtOS- FOUMPATIOM SToNR i 

Extra materials and u 

fROM ^ANTtTieS ACTUAU.7 
COMI»UTtO B>f PROfORTlOM 



TO F ON mOEX MAP 



PROPORTIONS 
CONCReTe 

1. CEME 
2.5ANI 

2. SRA- 
:2. STO 

IN PLACE 

S. CEM 
I. RIVE 
I. STCN 
I. GRA' 

I. Fme 

3 CO A. I 

FACJN&. 

1. CEM 
I. RWE 
I. STOW 

!2. Fine- 



P S. BON a LIEUT C0RP5 0. 
J.C.QUINTUS, PR»W.A6iT. ENG 
H.PjONESyDEL. 



THE NORRli.P&nSHS, (TO. PHOTO-LITHO.. WASH1^ 



Compiled and Drawn under the dirfccbion of 
Maj.Thco. A. Bin^ham,Corps oF En^'rs. U.S.Armv. 
abthcU.S.Enj^mevirOfftce, BuH-aao, N.Y " 
Janu<xr>y, 1904-. 



Eng 58 3 



21 



PLATE 8. 



AVERAGES PE.R. LINEAR FOOT 




-JiTol^ 


Sitsa 


r.;?f?f., 


COST 


,S .«. ».OVE ME.« ..K5 LE.EU 


il--- 


4"- 


t --■ 




'iZJ!^^s.Z17LTly^o^Z'' 




;>.5 


: 99^ 




5; 55.46- 


'CI 


S 129° 






' 




4 675 


• 0.96M 


ZIIW. 




0.Z8 


1 M«C«ITE,.LOCKsa,M«W 


•■8.71 


,7,«ir. 


. 16.1 T. 


60.80 


f STON= Flll.ll.S.f'%:'?St.^?. """)_..- 


S.83C.1 


6.16 - 


S «.67. 




|Zl:::;o::::::r:::::: 


1.34.- . 


Z.ll - 


S 51 11 




25.17-- 


la 11 - 






9.3 ■■- 


1079 - 


S 3.07. 




it 








i 67.83 


pTo™. ex. r. „,„„,„.,„« 











CROSS sec-ric3r 



BUFFALO, IsI.Y 1899-1900. 

OLD BREAKWATER, SHELL CONCRETE SUPERSTRUCTUHB. 
CONTRACT DATED MA"Y51,1899. 

BUFFALO OREO&ING CO., CONTRACTORS 

WORK BEGUN AUGS. IB&9 1 WORK COMPLETED OCT 28. I900. 

LENGTH OF COMCRETE BLOCKS, 10 FT 

TE IM PLACE IM SECTIONS 50 FT LONG 



CONCRETE m PLACE IM SECTIONS 50 F 


T LONG 


TWO CROSS WALL BLOCKS 6x7.4-' ERC 




ADJACENT BLOCKS KEVEO TOGETHER LO 


&1TU01NALLY 


MANHOLE IN TOP EVERY 50 FEET 




TOTAL LENGTH 1015 FT 




PROJECT APPROVEO MAR.22.ia99, (8 


ARO OF ENGINEERS) 



FROPORTIOMS OF CONCRETE^" >i0L. 
BLOCKS- 
CEMENT. (.WKALEU OR LEHISH PORTP.) 



. CEMENT 

KIVEP, SAND 
- STONE CKUSHERSRNO. 
. GRAVEL. 
. FINE BBOKEM STONE. 




SO-A-X.E. OF 



Compiledand Drawn under the Arect'on of 

MaiTti«o.».8in^ham,CDr|jsofEn3yi.US*rrm). 

attheU.S.Eii.iiirwerOlf .ce, BuffaJo, N V. 

January I 1904. 



Bng 58 



PLATE 9 



TOIAU CR, 

TIMBER. 
CRIB FILLII 
r^OUMDATKJ 
TREMCH el 

coMcRcrrEi 

CONCRflj 
FILLING ^ 
R»P- RAP 
TOTAL CO 
vol 05. F 

iCONTRft' 



BUFFALO. N.T. 1899-1901. 

1^0RTH'B'aEAK\^ATRK,TlMBERCR|BWITMCONCRETESuPER'RE: 

COKTRACrr DATED AUG. 4.1899. 

PROJECT APPROVED MAR.3,»S99, RWER & HARBOR ACT 
JAME5 B. DONNLLLY, CONTRACTOR. 

y/ORK BEGUN AUG. 25. 1899 : WORK COMPLETED JUNE 4-. 1901. 
LENGTH OP CR\B5 lOO FT 

M - CONCRETC BLOCKS lO FT 

SECTIONS IN MASS, SO FT 
TWO CROSS WALL BLOCKS 6VCRX SOFT- Y xs'x A'.AW I W«Yk2>>4 
FACE BV.OCKS KEYED TOGETHER L0N61TUD1N ALLY. 
MANHOLES IN TOP EVERY SO F-T. 

TU& LOOKOUT lOO FT. LONG (Vto'YOM INDEX K\AP)2S0 FROM S.ENO. 
SOUTHERLY END ENLARGED FOR EMPLACEMENT FOR LI6MT- HOUSE. 
TOTAL LENGTH OF SECTION UOI.9 FT 

SIZE atC05T PER..LIN.FT. OF CWBWORK. AND FILLING SET IN PLACE. 
300 FT. ; 22'x3fe'XJ0O'- $62.00 
300 - : 2O';i3feX)00'- 56.00 
SoO « : 18" X36"xioo'- 48.00. 

SOLID CONCRETE CROSS WALL feFT THICK EVERY 50FT 
'B' TO"C' ON INDEX WAP. 



le. 



Rip-RAp/4-To Iron each. 




MOATIOK 
SToNE 



P.S.BOND. HI 
M.p.JONeS. DB< 



Compilcdu &nd. Drawn under Vnu. direction of 
Maj.1h*o. ^ B>n^WMn,Corps of ErK'rs. U.S.Krtn^. 
afcVh* U.S.tn^inccr OKict,<5uf6dLlo,MX 
«3ajr\uArv), \9CJ4-. 



TMt NORH.S fETtHS CO. 



Bng 58 3 



22 



AVERAGES PER LINEAR FOOTt 



PLATE 9. 



. cRo&s sectioM * 



is 



£26.46 



i 8,4*7. 

9.18 T. 
S-.647, 



4.08 

3 17-*S 
J 33.62 
5 J. 88 



cnoss sec-rica 



BUFFALO. >^.T. 1899 -;i90I 

■N0RTH-BBEAKWAT£R,T,M,„c«,»v„™CoNc«T.5uP«'.E. 
COWTRACT DATED AUG. 4, 1999. 

PROJICT APPROVED MAR.3,ia99, RWER 8= HARSOR ACT 
JAMtS 8. OOHNILLY, CONTRACTOR.. 

WORH 8E6UN AUG. 2S. 1899 : WORK COMPLETEP JUNE 4-. 1901. 
teN&TH OF CRIBS lOO FT 

• CONCBETe BLOCKS lO FT 

SECTIONS IN MASa, SO FT 
TWO CROSS WALL BLOCKS tVERt SOFT. Y »B'« 4.',«IU1 IUtn'd»4' 
FAct BLOCKS RETED TOSETHER UON61TU01NAUU\. 
MANHOLES IN TOP EVERY SO FT 

TUG LOOKOUT lOO FT LONS(x"to"Y'om INDEX ►1AP)250>IWMS.EHI1. 
SOUTHERLY END ENLARGED FOR EMPLACEMENT POli LI6MT-H0ttSE. 
TOTAL LEH&TK OF SECTION IIOI.9 FT 

I PLACE. 



PR0 PORT10H5 OF CONCRETE. BY VC 
CONCRETE BLOCKS. 
I CEMENT.'\ 

UraJel. «'"<S- 

1 STONE. ) 

m PUCE. 

1 CEMENT, (atlas PORTLAND; 
■i SAND. 

2 GRAVEL. 




rs.BONR l.ltuT.Ql^fS0FENtl(S.l).S.», 



SCA.I.Z> or T'EET. 



• U.S.enfinor aKiu,ftu(iA\o,NX 
Ju\uAr>), 1904.. 



PliATE 10 



CROSS SECT 

TOTAU CROSS 
TtMBER 
CRIB FlLLINi 

foumdat»0»h 
Trench exc 

COMCRETE e 
CONCRtXe I 

RIP- RAP ! 

TOTAL CO I 
VOIDS. FlU 

* Mo4fc«Y S« 
t CONTRAa 



BUFFALO,N.Y 1899-1901. 

"NORTH BREAKVATERJimbwCrib w.THGoMCRtTt 5uPtRSTi?ucruRe 
GO"NTRAGT DATED, AIFG. 4.1899- 

PROJECT APPROVED MAR.3.»899, RWER ft. HARBOR. ACT. 
JAMES B. DON MELLX, CONTRACTOR 

V»0?K BEGUN AU& Z5. 1899 : XORK C0MPLETE.O JUNE 4. I90|. 
LENGTH OF £RIBS |0O FT 

<- u CONCRETE BLOCKS »0 FT 

SECTIONS IN MASS, SOFT 
-f%*0 CROSS V<ALLBLOCKS tVEPX 50 FT. 7'x<i>' x4-" 
FACE BLOCKS KEVED TOGETMEA LONGlTuOlNALLV. 
MANHOLES IN TOP EVER^ SO FT 
TOTAL LENGTH OF SECTiON HOLS FT 

SIZE AMD COST PER. LIN. FOOT OF CRlBWORK AND STQNE FILLING IN PLACt. 
200 FT. Ife'^24'5tl00' -*3o.oo 
20O • 12 a2.4'>.I00' - 24.00 ^ 
400 •• \O%2AXI0d ~ 2IOO 
3oo - G/.24"XI00" - 15.00 

SOLID CONCRETE CR05S WALL 6 FT THICK EVERY SO FT 
"A" TO 'B' ON INDE.X MAR 



PS. BONO, LieuT 
J C <iaiNTU5, PK)K 
H.PJONES.OtU 



NOSBIS PETERS I 



Compiled a^id Drawn under the direction oP 
Mdi.Thw.A.Bin^hd.m,Corpsof En^'ri. U.5.Arm^J, 
at ttvi a.S. tnginatr Otf ici , Bui^dlo. HH- 
Ja.naar\|. \904. 



Bng 58 3 23 



PLATE 10. 



AVERAGES PER. LINEAR FOOT + 



— 0« S.CT.CH ..OVE «... l..« LevE^ f 9 , , ^,4.14 


1 M4.60S,f 


. .•;°^T. 






J S46.3i- 




m.U CKOSS =.ECT,OKi *«.VE L.KE MTTDM. 


g«.,. r«'- 


hso.«- 




TIMBER 


s"" 


0.95 


9.05 -r. -i 

36.92% ) 


i io.oo 










FOVMOATION 5Torl£ >• 


p- 


f^s*- 


i ».*>7. 


ns 


•fjENCB EJCAVAT.ON 


in..s 


fSSfi. 


e 


i '■'' 


COHCKTE BLOCkS, SUPERSTRUCTURE. 


fS490 


ji.36 


f s.«^ 


§ 11.91 


COKCRtTE IN MftSS, 


?9.SO 
I3..4 


» IS.1S1. 


< i^" 


riLuMe STokie 


t>.ia 


15.-267. 


5 J.34 


p e.p 


«.OT 


9.^8^ 




TOTAL. COST 








$ 19.69 



BUFFALO,N.Y 1899-1901. 

HOKTHBREAKVfATERjTiMBMCBiewnnCoucRErtSuptesTiiUcn/Re. 
contract: dated, A.TJ& 4.1899. 



CROSS SECTlOr 



< BEGUN AU& 25. IB99 '• 
iTH OF CRIBS 100 FT 

« CONCRETE BLOCKS 10 FT 

CROSS WALLSLQCK3 fcVERX SO FT 7 Vfe «V 

L BLOCKS SEVEO TOSETHEA LON&ITUOINALLV. 

)P EVER1 SO FT. 

TOTAL LENGTH Op SECTION IIOI.S FT. 

S17EAUDCOST PER. LIN.FOOT OF CRlBWORk AND STONE f 



SOLID CONCRETE CROSS W/ 

■(k" TO ■b" on index mar 



-^«yf- 



PRO PniiTIONS OF CONCRETE. S T VOL. 
CONCRETE BLOCKS. 



m PLACE. 

1. CEMENT (AUA5 PORTLANW 

2. SANO. 

2. 6RAVEL. 

4. STOMe. 

TOP DRESSIN&. 

i.StONE CRUSHER SMIO. 

4. SMALL BROKEN &RAH0L1TH1C. 




compiled ani Ordwn andcr the direction of- 

HalHito.«.8m4ham,Corpsof tn^rs U-5.nnnJ, 

' at «vi a.s En jmiir Ottia , BulWo, NS. 

J^.naa.r^). 1904. 



FS. BONO, uieuT CORPS OF ENeRS I 

JC(J0»ITllS.P«m.*Ssi£N68 

MJ0»t5,OtL. 



SCALE OF I-EET. 



58 3 M 



rTE,'N.Y 

ti DER THE DIRECTION OF 
\\)RP5 OF ENSlNeEfW,U.S.ARMY. 
J OFFICE, BUFFALO, NY 

r=^305. 



gob 800 1000 

F FEET 
/ trreci^ to Zero of 



1200 



.^^^'^ 



C7-o^j ^<zc£x>n9) /i 2^4 ft. 




PS BONO, LIE 
J.C.QUINTUS.I 
N.PJOWES. DEL. 



THE MORRIS PETERS CO. 



Eng 58 3 



24 



jlh *^i 



I 



Mat 



CROSS SECTION f 



iARLOTTE.NX 1872-1882. 

MBER CRIB JETTY, NEW SUPERSTRUCTURE. 

EljPERSTRUCTURE REBUILT BY CONTRACT AND HIRED LABOR- 



Total cross 
NEW TIMBER — 
" STONE FILLI* 

IRON. 

LABOR 

Tools, scow and 
cost of new &upi 

TIMSER. . 

STONE FIL.HN&. — 
COST OP OLD STR 

Total- cost— — 



SEJNTRACT 



* AvtRASE COST 
+• For Fi^.a. 



PLATE M° 1. 



dated, JAN. IS, 1872 
M£S MS LEAN, contractor. 

>RK BEGUN APRIL IS, 1872, WORK COMPLETED NOV. I. 1672 
*E0 LABOR, 
O FT EAST JCTT>f. 1881-1882. 

Tf'D'ancL'R'TsQ OK INDEX MAP 

2. "g" ti^'n' on inderx. /nap, actciAj co^ TKit Jcno^vr) 
•7b /86^-/87/ diir/ng rzpdirs. 

'bions A tb I ' ("^876 ^ 'l/' 6a' P' (7.8^7-^) ^amd <2J /yfJ. 
h, 30' /a/7f^ 73U/ cojt ^/s:33/xz.r //hear /oo/^, .^//^^ /3Z9^ 

c6/a/7s " :d :^ .r'(zSJ9^-) &/fcC 'T '^ 'P ' (74'fS/^.J 
" 77<2 3s //jr / Toz3/ cast o/ o/d. ^i:r(.uuiur<z ^/s:93 
u/t /8Z9- 7^3^: ix^^-^^^e- repd/'r>s z^ t/f^e. porh'ons 
re: mada /8£4-- /877 3.ir a./7 <3dd/'^a/7^/ Cosi: a/^ 
^.6-4 p<zr //h. /if". 77if/j g/xad: co^ wci^ due to Ti^e 
cj6: -:^ci& /^r^e yoor^/b/?^ at ^« /tzduj'/& T^y^r^ 
■6 iv<3s/?eU ou/!r ^/7cL //<3c6- '^ ^£ /iz/?/<^c^cii' /ir? 'So/Tie 

£cS/?C<Z-S 1^ /O /^' ^<z/o^y M /. Z.. 

tr^/rc€. j-ett/ks ^/7 Idhz 0/7t'ar/'o. 



Side 



Bottom- 



RS. BOND, LIE:UT. COI 
J.C.QUlNTUS,PRIN.ASf 
MR JONES; DEL. 



VHE NORRCS PETERS CO. PHOTO-LITHO . WAS 



Comp//ed^ a.nd Ifrd^/i LUlder t/?^ c^rect/dr? of 
^ici/or TTieo. /? ^/hd/^<^/r?, Corp^ of /^/7^7/7eer^, ds /fr/rty. 
at/f?c a^. ^/7///70er o/t/az^ j^zi^Jif/o, m/ 
Af^rc/7, /904- 



Eng 58 3 



25 



AVERAGES PER LINEAR FOOT 



PLATE N°- 1. 



^CROSS SECTION ABOVE f 



j^^Sffsrt",^^-- 



vl! 



I ^^=- 



CHARLOTTE,N.Y 1872-1882. 

TIMBER CRIB JETTY, NEW SUPERSTRUCTURE. 

SUPePSTRUCTURE. REBUILT B-f CONTRACT AND HIRED L«eO( 
CONTRACT DATED, JAN. IS, 1872 



HIRED LABOl 

7S0 FT EAST JETTY, 1881 



S, 1872. WORK COMPLETED I 



"D an<i"R'T. q ON INDEX MAP. 






CROSS SECXK 



CROSS SE 



FI&.2. (^"Si u 0/7 indeic 
J'wit /S64-/87/ ditrin^ 

cr/ts.je' /mf. Tata/ cast- ^/s:33fizr //hear /oot. :3u.' 

iecbans " JS ^ -T (ZJ-J»^.J and 'T *> > ' (74*^ ft J 
J<j//7a as ^/'f./. Tois/ ca^i of o/U ^iruaUxTe ^/s:93 

>rizn mscia /8e4-- /g7/ a.ira.n aafaf/J/ii/?^/ cas^ of 
■f3S:64 p<ir //h f&. 77/Aj jf/Tcai cost >yas due * t^ 
■ta.c^ -^air /srjrz port/bns of Me miii^'/& ^tvr't- 
yvd^ iva^/jecl ou^ once >h<soi- z4? ^e /iz/?/<sc^cC //7 Jo/ne. 
//v^/?ces -Jit /o f^- ti'a/oh' H /. t. 

/Tie (y>s/-h(t<z_ J<zi6'Cf are , . 

e/rtrsncz j<tttics an lidtx 0/?t^r/a 



z poraom 



taJcjir; au g -A/fit c/ ; 




Cheinnel 5icLc 




Fig 2. 



iSCAIyE OF "FBET. 



Co/npf/ecO and. Hmnn iuiaer t/J& djrect/or? of 

/Hi/or TTrio. 4 Sm^/?^m, Caroj of fnr'/heeAS, i/s /Irm 

at/f-n i/.^.£^///jeer Office, Mitfjfa/o, My 

/904- 



■■£/?///! 



Bng- 58 3 



It^m 



PLATE NQZ 



ToTAl-j 

Tim 

STONE 
IRON, 



TOTAL 



P. S.Bon t 
K.P. JONES 



CHARL0TTE,"N.Y.1883. 

TIMBER CRIB JETTY 

CRIBS St SUPeR^TRuCTURE BUILT BY CONTRACT 
CONTRACT DATED JAN. 23. l883. 

approved feb. 3, l883, for workmanship and all material 

except iron. 

jw. dennis, contractor. 

Contract for iron dated pec.i3, 1882. 

AJ. PACKARD, CONTRACTOR. 

PROJECT APPROVED BY ACT AUG. 2, 1882, 

WORK &E6UN APRIL 1883: WORK COMPLETED OCT 51. 1883. 

CRIBS 2o'x3o' ON NATURAL BOTTOM, 

LENSTH 606 FT-, 3o3 FT EACM JETTY- 



I't* Jana "O'ts-P" 



ON 



INDEX MAP 



^ adHf€^ (/.S.£/T^^eerOff/ce,J^u/K3/q,//.Y "^ 



Eng 58 3 



26 



AVERAGES 


PER LI 


NEAR FOOT 




Materials 


^S'"75S. 


^^fS'Sr 


r.«,SV^. 


Cost 


BCLOW - .. n 


|j 1489 

1 u.-n 


1 ," 




■? ^o.68 
1 3,63 


STO-.P,.U.* 



CHARL0TTE,-N.Y.1883. 



TIMBER CRIB JETTY 

CRIBS Sb SUPERSTRUCTURE BUILT BT CONTRACT 

CONTRACT DATED JAN. 23, IQ83, 

APPROVED FLB, 3,l8d3, FOR WORKMANSHIP ANO ALL MATERIAL 

EXCEPT IROM, 

J,W, DENNIS. CONTRACTOR, 

CONTRACT FOR IRON DATED 0EC,I3, IB82. 

A-J, PACKARD, CONTRACTOR. 

;OvtO BY ACT, AUG. 2. 1882, 
, BESUN APR1LI883 : WORK COMPLETED OCT 51, 1883, 



LENSTU 



"O'lj-P' ON INDEX MAP 



CROSS SECTION, 




isancL Bottom, 



SCAL-e OF FEET. 



■'attht as £mi!ieitr Off let, jruJfd/<i " ^ 

^^a, /904 
Eng 58 3 



PLATE NO 3. 



Ma tan" 



lIAELOTTEi.'NX 1892-1895. 



^BER CRIB JETTY 

CROSS SECTION ABONj_-^ g^ m^^p LABOR 

B£La'-'^<^"^APPRO^£P BVACT. AUG. 2.I88Z 

iK 8ESUW SEPT 1892; COMPL£TeD OCT 1893. WEST JETTY 

Total CROSS secT*oN .. Aug. I , I&9S : " NOV.2. 1995. EAST JETTY 

-HMOtR _ _ *"'' ^^^^^ SUNK ON STONE FQUN5ATI0N IN A OReDGeO TRENCH 

" T DEEP ANP4aFT. WID£. THE EAST CRtB WA5 SU NK 

CRiB FII.UIIV46 STOWS TmE WEST CXTE-NSION BUT WASHED OUT IN STORM AU&. 

^ L J8«3. PEPAIRED IN 1895 AMD 5UNK QM THt CAST EXTENSION 

FOUNDAT.OM STO^*E^„g KATURAU BOTTOM- 

(KOiM - >»■* ^O' ^ rxo'^fo BUILT WITH PQ5T5 HOLDIMG CROSS TlE5 ANP 

Its, FASTENED WITH SCREW BOLTS- TICS NOT FRAMED INTO 

LABOR C SIPC WALLS. 

TRENCH EX.CAVATio"'''^'- l-tN&TH 4ft8 FT - 36 CFT WEST JETT"^, 12-2 FT EAST JETTY 

SCOW5. TU6.Etc._VL ^rK:i'"MTo"H"' on INDEX MAR 



TOTAL. Ca^T. 



m 3/^o^a Mil 4/6. JV/ej(//fa/cr/^j :^<?/^. ^ito/rc 
f/ cojt />^r //>7€<?r /hot ^4S.3B J'oZ/d; /9S4-/J^S. 



p. S, BOwa LILU'TCORRS of 

J.C.QUINTUS, PRIM.ASSYtMG 
H.f JOMES.PEL. 



< 7/ieo. /}. ^//7f/;a/r7j Corpj cijc ^f^Tg/h^ers y C/. /5. /fr/7fy, 
tSt 2^,2 as. JE'/Tgyhecr 0>^7^ae^ /9c//'/if/c>^ M Y ^ 
/J/>r//. /904: 



HE NORSIS petes; CO . »HOTO-LlTHO . W»SH 



Bng 58 3 



27 




CROSS SECTIOM. 



Channel Side 




PLATE m 3 



CHAEL0TTE,-N.Y]892-1896. 

I'^M.CRIBJETTY 



BUILT Br HIRED L«HC 
PROJECT APPROVED BV 
W0i;K6EGU,.SEPT 18 



TDEtP ANP40I 



6.2.1882 

IPLETeO OCT I99J. WE3T JETTY 

' N0V2.I995. EAST JETTY 

5T0NE FOUNBATjON in A 0Re066D TRENC H 



" THE. WEST EATE.NSION 
9,1893. I^EPAIRCO lU I89S 
<THe NATURAL BOTTOM- 



"I gnd"MTo"M- „„ INDEX MAR 



r jerf-<, h-zfteastjetty 






i^'l^rf:^"!''^^^ 






Bng 58 3 



PLATE m 4. 



CHARLOTTE,]^.Y 1903. 

TIMBER CRiB JETTY •• CONCRETE SHELL SUPERSTRUCTURE 

BUILT BY HIRED LABOR. 

PROJECT APPROVED ^AN. 24. I903. 

WORK BE&UN AUG. 4. J903 •• WORK COMPLETED Nov 2T, I903 

CONCRETE BLOCKS IO'-9"LONG 

CROSS WALLS 4 FEET WIDE, EVERY 60FT TORMED IN PLACE 

CONCRETE IM PLACE. IN -SECTIOKS ABOUT 30 FT LON&. 

MAN HOLE IN TOP EVERY eo FT 

LENGTH 3b I. 5 FEET 

E'l-e'F" ON INDEX MAR 



P.S.BO 
J.C.QU 

H.PJOl 



Co/rTjei/4rc/ '^nc^lJrdhrn under tAa a'/ra-cT'fbr; o/' 
Afy/cr- 7?feo. 4. 3*^^am^ Corps a/ fJTg/rree-rj , i/.S,4r,77y. 
'3t i^t C S ^/yfoe€r 6>^,cc,, A^/TWo MY- 
^pn/, /904 



Ens- 58 3 



28 



PLATE H° 4. 



AVERAGES PER LINEAR FOOT 




Material 


2^-vas"- 


T^llV^J^^n 


cft'A^s-iic 


Coit, 


•IbT.i- C«0»S SECTION ABOVE LAKE BOTTOM 

HtW TIMBER 

FOUHOATION. » 

MASS CONCRETE.- 

KmiSS.DEHRICK-.COALaiUMDRiei. 

STOWe FaLlNS {N';°jKTK!rcJrToVo'^°^ 

COST OF Ntw SUPtR4TRUCTURE 

CH.B F1LUN6 iTONE ("EUOw o'...; 

COST OF ouo STRUCTURE 


|.* 1.42 


S.I3 
7-63 

1,66 

i ^.., 

1 .r. 


1 ::5 


* 19.28 
7.48 

\ 441.14 

sb.ra 

991.66 



CHARLOTTE.T^Y 1903. 

TIMBER CRIB JETTY: CONCRETE SHELL SUPERSTRUCTURE 

BUIUT 8T HIRED LABOR 

WORK BEGUN AU&. 4. I903 ■. WORK COMPLETED Nov 2T. 1903 

CONCRETE BLOCKS 10'-9" LON& 

CROSS WALLS 4 FEET WIDE, EVERT 60FT. Formed 1M PLACE 



i4U*7/ «^ ^?rf nfi/acy'n^ ^/f€ ■^///'t^ 



PR0PORT10N5 OF CONCRETE BV VOL 

I. CEMENT CLEHISM PORTLAND) 
2)i SAND. 
b% 6RAVEL.. 



^/fK, 



Channel Side 



AKE LEVEI- 




SANO t SRAVEL. 
SAND 
SHRlNKft6E 3o7„ 



f.S.B0M0,LIEUT,CORPJofENrtS.UiA. 
J.C.9UmTUS,PmN.ASS^6K6'l!.- 
JUJOMES,DEL. 



Jpr//, /904 



Bug 58 3 



-1^ 

^c^n Lai c Lcvt:/ ( 



L 



I 



.7: 




-a 





P.S.BOND, UlEO'Y. COR 

J C.qJiMTUS.PRlN.ASS 
HP. JONES. PEL. 



L 



-! i-i i-i \^'\ 1^1 \^r 



Eng 58 3 



29 




Eng 58 3 



TOTAL C 
TIMBER 
STONE 
TOTAL- 
VOIDS 

*Contr 



T>LATE K? 1, 



OSWEGO, 1^X1827-1829. 

WEST PJER. TIMBER CRIB. 

CONTRACT DATED APRIL 30. \9,27. 
MOSES Ri^ATCH, CONTRACTOR. 
WORK BEGUN 1827. WORK COMPLETcD «82.3- 
CONTRACT PR.ceS, PER L^.FT UNDER WATER $8-65 

PLA>JK.W& 0^^ 

TOTAL LENGTH 1427 FT 

•a: t* 1j" on index mar 



LAKE LEVEL 



^oH:o/r7. 



RS. BONO. LIE 

J.C QUINTUS 
KP JONES, D! 



. PETCHi CO 



COMPJLEO AND DRAWN UNDER THE DIRECTION OF 
MAJ.TH<=:o.A. BINGHAM. CORP5 OF ENGINEERS, U.S ARMY 
AT THE U.5. ENGINEER OFFICE. BUFFALO, MV 
FEBRUARY 1904'- 



Bng 58 3 



30 



:PLATE. N? 1, 



AVERA6ES PE.R LIMEAR FOOT 



.iatenals 



CROSS SECTrON ABOVE MEAN l_AHE 1_EVEL- 
TOTAt CROSS SECTION ABOVE LAKE BOTTOM 

TOTAl- COST 

VOIDS FILLING STOkie 45". tAPfJOU) 



.5 -^-59 

f 23. + I 
I 2.58 

I ao.93 



I 2S0Z 
J 0.86 
I 24.16 



OSWEGO,1^X 1827-1829. 

WEST PIER. TIMBER CRIB. 

CONTRACT DATEO APRIL 30. 1627 
MOSES R WATCH, CONTRACTOR. 
WORK BECUN 1827. WORK COMPLETED 1829. 
CONTRACT PRICES, PER UN, FT UNDER WATER 48 6£ 



PLANKWb 



^Contract Price 



ORo&s secTlo^ 




/Gsterly end.: 3ancL 
Easbirly end.. 



,o— V 



'SeONO.lltut.CORPl.fENS'RS. 



, CORPS OF EN( 
S. ENGINEER OFFICE, BU 
FEBRUARY 130'^. 



NCERS, U.S.ARMY 



Eng 58 3 



PLATE 2. 



)SWEGO,N.Y 1831 -1838. 



Mab 



^/EST PIER. TIMBER CRIB. 



(VORK BefeUN ON MOLE 1831; NEARLY COMPLETED^ ANP ABANDONLO 1838. 
C1?OSS seCTIO " • 5UPEKSTKUCTUKE 1832. 

C0IV1PLET6P" '• 1833. 

CROS5. AECTlc^ENGTH OF MOLE l|30 FT 
roTAL CROSS il SUPERSTRUCTURe J20O FT 

BUILT B'f LABOR. 
OLO SUP£KSTII 

HEW TIMBER b"T. J. OK INDEX MAR 

MEW 5TONe MOTION D.-T-J ^AME A5 DRAWING. WITHOUT MOLE, REACHES )7 FEEf 

BELOW M.L.U. COST OF OLD STRUCTURE. AND NEW SUPERSTRUCTURE 
COST OF MRwk 20.73 PER. LI Kl. FOOT REBUILT 1832-1833. 

Timber. . „ 

SECTION etoH SIMILAR TO ABOVE TOP OF PARAPET & -Z ABOVE 

ST0N6 Fii.LH^M.L.L.. BANQUETTE 13 WIDE, 1^-2 " ABOVE ML.L COST OF OLD 

iSTRUCTURE AND TwO NEW SUPERSTRUCTURES i 3130 PEH 

Cost of OUDi^.f^ poot, REBUILT 1883. 

(Rubble STq 

PAVING ATor 

Coat of moi 

TOTAU C0 4T 
VOIDS. FitL 



Lukz 




RS. BOND. LlEU=t: 
JC.QUINTUS.PRIM.U 
H.P.JONES. DEL 



TN£ NOSRIS PeiCRS CO'. PMOTO-HTHO 



COMPILED AND DRAWN UNDER THE DIRECTION OF 
MA J. THEO. A BINGHAM. CORPS OF ENGINEERS. U. S A!^MY. 
AT THE US. ENGINEER OFFICE, BUFFALO. N . V. 
FEBRUARY, I904-. 



Eng 58 3 



31 



AVERAGES PER LINEAR FOOT 



CMSi SECTION BEt.ow 



B SUPCUTRUCTURC 



g Cost of old stisucture 

^UBSLC 5TBNS. g 67-+7 

I PAVIII6 STONE 

^ COiT Of MOLE. JUisS^l 

Total cbst of pusgnt STf^ucTuiTE. 

-lUt STOMC 4S7. I ^UMLE SToi4£-*i% ; RlVI 



20 .< 



r.,H»'?J'"giR ftAgft 






OSWEGO, N.Y 1831 -1838. 






WEST PIER. TIMBER CRIB. 



LEN&TH 

8UILT Bf LABOR. 



1833. 
M30 FT 

ucTURe iiaoo f 



TCOMPLETEDjANP ABANDONS 1838. 



ON INOEX, MAR 



DRAWING. WITHOUT MOLE, fEACHE-S 17 FE 

OLD STRUCTURE AND NEW SUPERSTRUCTURE 

EBUILT 1832- 1833. 



SECTION OToH SIMILAR TO ABOVE TOP OF PARAPET S-2'ABOVE 
ML.U. BANQUETTE 13 VYIDE, S-2" ABOVE ML. L COST OF OLD 
STRUCTURE. AMD Two NEW SUPERSTRUCTURES 4> 31 30 PER 



l.FOOT, REBUILT 1869. 




"SBOND.UEU^ CORPS offnc'b... 



^dAI.E OF 



COMPILED AND DRAWN UNDER THE DIRECTIC 
/lAJ.THEO. A BINGHAM CORPS OF ENGINEERS, L 
I OFFICE, BUFFALO. 



Bng 58 3 



^^am 



Mate 



PLATE 3. 



SWEGO, N.Y. 183T 



:ST PiER TiMBti^CRJB with 5roME5iiPERsrRu<mjKC. 



CROSS SE.CTlO^ 
ToTAi. c^oaa S6C 

OLD SUPERSTRU 
NEW MASON Ry. 

Cost of New s 
Timber. _. 
Stone Fill in© 
Total cost of 
vo.os. piL,., 



^ ESTIMATE. 



?RyC BEGUN 1837. COMPLETED 1839. 
IIL.T Bf HIRED LABOR. 
NG-TH 99 FT 

t?B' OM INDEX MAP 



TTTT 



P S. BOND. LIEUr CORP. 
J.C.QUINTUS.PRIK.ASS' 
H.PJONes, DEL. 



COMPILED AMD DRAWN U^40ER THE DIRECTION OP 
MA>J.THEO. A. BIN&HAM, COR-PS OF ENGINEERS. US. ARMY. 
AT THE U.SEra&lNEER OFFICE, BUFFALO, N.V! 
FEBRUARY. )904-. 



PHOTOl.lTHC 



Bng 58 3 



L 



32 



AVERA&E5 PER LINEAR FOOT* 



MStenSii 


cli-.-o-'s" 


T.;;^'^^^. 


cASI^^^. 


<LOST 


SS SECTION ABOVE ME«N LAKE LSVEL 


1 ,e.J 


1 ""^ 


> is-'-°^ft 




SJLOW - 


1 '-^ 


f^::::: 




,»,..<..»S«T,ON.I»v.,.AK. BOTTOM 


4 2S.Jfc 




OLD iUPERSTRUCTUSE HEMOVED 


i ;:: 


3 ,5.-,S 

1 .. 


5 ^i-^^i 


i 35.59 
11.26 


Total «ST or «EseHT STRUCTURE-- 








$ 46.8? 



OSWEGO. N.Y. 1837. 



WEST PIER. TiMBtn. Crib with sroNt superstructjjKE. 



:;R0SS SECXK 




COMPILED AMD DRAWN UHDtf 
AJTHEO. A. BINSHAM, COR.Pi < 



I DIRECTION OF 



SCAX.'E. OS- -F-EK-E 



Bng 58 3 



i 



PLATE 4-. 



OSWEGO, I^.Y 1839-1845 



WEST P'.ERTimperCrib with ^roNE-Supen^Ti^ucTUJie. 






i? 



CROSS SE.C 

Total cro 
Old super 
NEW MASQc 
CONCRETE 
COST of= NE 
TiMBen.- 
SToN€ FU 
<oST OF C 
.'. a 
I 
Total C05- 

VOIDS. 

* CSTIMA- 

* * Nl«Le 



WORK BEfeUN 1839, C&AStD 1839. 
KEiUMED AND LEFT UNFIMISHED 1845. 
BUILT BY HIRED LABOR. 
LENGTH IIQ FT. 

E'-To'f' ON JNDE.X WAP. ,. KLL 

SECTION BTeE SIMILAR TO DRAWING. SUPERSTRUCTURE ENTHfELX OF STONE TO 13-9 ABOVE 
BANQUETTE 14' WIDE, COST OF OLD STRUCTURE AND NEW 
STONE SUPERSTRUCTURE 455.21 PER. LIN. FOOT, REBUILT 
IS37- 1839. 



VEL 



P.S. BOND 
J.C.QUINT 
H.R JONe 



THE MORRIS PETERS iXl . 



WTTHnn 



COMFiLEO AND DRAV^N UNDER THE DIRECTION OF 
MAJ.THEO. A. BINGHAM, CORPS of ENGINEERS, U. 5. ARMY. 
AT THE U.S.ENGINEER OFFICE, BUFFALO, N. Y 
FEBRUARY »904r 



Bng 58 3 



33 



AVERAGES PER LINEAR FOOT" 




PLATE 3. 



OSWEGO, N.Y. 1837. 

WEST PiER. TlMBtnUlB WITM sroNEauPERiTRUCTuRC, 



WORH BE6UN 1837 
BUILT »-, „,„„ n 
LENGTH 99 FT 

A -5 8' ON INDEX 



» ESTIMATED 



;ross SECTia 




Bng 58 3 



PLATE 4-. 

OSWEGO, ^.Y 1839-1845 

jWEST P!ER. Timber Crib WITH 3tone ^upetoTf^ucrui^E. 



.WORK SEfcUN 1839, CMStD 1839. 
KESUMtD AND LEFT UHFIHISHEO I84S 
BUILT BY HIRED LABOR. 



i - . 

< ouo super: e t? f on indea map. 

SECTION BTsE SIMILORTO DRAWING, SUPERSTmCTORt EKTIKW OF STONE TO uVm 
y HEW MUSOk SANQUETTe 14' WIDE, COST OF OLD STRUCTURE UNO NEW 
jlco«RtTE f^^-j'^^i^''^"'''^'''"''''"'^ *^^-^' -"^ LIN FOOT, REBUILT 



COMPILED 4N0 0R6WN UNDER THE DIRECTION OF 
1AJ.THE0.A.8IN&HftM,C0RP5 op ENGINEERS, U.S. ARh 
AT THE US. ENGINEER OFFICE, BUFFALO, N Y 



Bng 58 3 



PLATE 4-. 



AVERAGES PER. LINEAR FOOT* 




OSWEGO, W.Y 1839-1845 

WEST PIER Timber CsiB WITH 5ToME5uPEfu.Ti?ucTuRLE. 



SttTION ITsE SIMIURTO DRAVIIN6. SUPtliSTRUCTURE ENTIKLX Of STONE To 13-9'«l 
BANQUETTE 14 WIDE, COST OF OLD STRUCTURE AND NEW 
STONE SUPERSTRUCTURE *SS.ZI PER. LIN FOOT, REBUILT 
1837- 1839 




"4' "" KivV :i(s'.r^;-^bi'-''>^'^-'^'-^ 
■* y;;.y;^)t'iv;H:>4ff.'V-?^-i^-f-'Ti'r-:.-::.'- 



? '^-i^^-^^i^f^iii^/^/.^ffAX^-yir^^ ::S'2. J. "^AH LAKE LEV EL 



mmMwmumwv 



wO) 




-^«C,L6DAND DRl-WN UNOERTKE DIRECTION ( 
] THEO A 8,MGHAM,C0RP5 o. ENGINEERS U^5 
;^T T«E U S ENSINEER OFFICE, BUFFALO. N 
" FEBRUAR-f, \30'h 



Eng 58 3 



PLATE 5. 



SWEGO.N.Y. 1869-1870 

EST PIER: Timber Crib- 

J14rK BEGUN 1869, WORK COMPLETED 1870 



COMPIUED mo DRAWN UNOCR THE !>«<^^J'°\Z. 



J TUEO ft,BI«SH6M.™PS of F-NSINEERS 
l-ltUT.CORP. J. .ncu ^., 



t^Zyus^J'T:^ " ™ ..5,ENGmkER OFFICE BUFFALO, 

WINTUS.PRIN ASS FEBRUAFi-l'. 190''' 



Eng 58 3 



AVERAGES PER LIMEAR FOOT" 



I ABOVE MEAN LAKE I 



■one A-Sf^ (j.P99,of,) 



51 29 Z2 



29.10 
; Z.19 



^ 787.5- 

8o.7i7. 



2772 
* 89.47 



PLATE 5. 



OSWE60,N.Y. 1869-1870 

WEST PIER: Timber Crib- 

buTlt \? my'ubo"'""' ^°^'^"^° 1870, 
total length «2 ft 



CROSS SECTION. 




i^rliS"-^- 



COMPILED AMD DRAWN UNDER THE DIRECTION 
MAJ,THEO.A-B1M6HAM,CORRS oi^ENSINEERi, U t 
iTTHE U, 5. ENGINEER OFFICE, BUFFALO, N 
FEBRUARY. I904r 



Bng 58 3 



Total, c 

TIMBER C 
STONE P 

IRON* 

COST OF 
FOUNDATI 
Total. Cc 



P5.BOND, LI 
J.CQUINTU5 
HRJONES. D 



PLATE 6. 



OSWEGO, NY: 1871-1881. 

OUTER BREAKWATER.TIMBERCRIB. 

REPORT OF BOARD OF EN&iNEERS MAR. 30, 1870. 

PROJECT APPROVED, RIVER & HARBOR ACT, JULY, 1), 1870- 

BUILT BY HIRED LABOR Sc CONTRACT. 

COlsiTRACT^- 

R. NELSON GERE, JUNE 20, )871, S40 FT. RELfA5ED BX ACT OF 

CONGRESS , APPROVED APR 26. 1872. 
HENRY J. MOWRY, AUG. 30,!872.. 460 FT COMPLETED SEPT 2. 1873- 
JONATHAN H. CASE, SEP. 22.18 80. 44Z - ■. NOV 30.1881. 

Ci^lBS M,r?S. IMDEXMAP. SUNK ON NATURAL BOTTOM 

5. - V. " « » " PREPARED FOUNDATION. 

WORK BEGUN, 1871, COMPLETED NOV. 3 OJ 88 1. 
CRIBS 35 FT SQUARE. 
TOTai- LENGTH 603Z FEET 
M. <5 V. INDEX MAR 



<5 idi 



KE LEVEL.. 




Aa.^e So66ctm 



5>Anol, c>bone^ andL 
Gravel. 



COMPILED & DRAWN UNDER THE DIRECTION OF 
MAJ. THEO. A. BINGHAM, CORPS OF ENGINEERS, US ARMY 
AT THE U.S ENSIN'f.ER OFFICE, BUFFALO, NY 
MARCH I904-. 



Eng 58 3 



35 



AVERAGES PER LINEAR FOOT' 



Foundation 1636 



:««it stc.r,aH ^°ST 



CR03S SELOTK 



OSWEGO, N.Y 1871 -1881 

OUTER BREAKWATER .TIM BF.RCRIB, 



PROJECT 
ft. NELSON 



BOARD OF ENOlNeE 

, RIVER &. HARBOR ACT, 
LABOR i COW TRACT 



WORK BEGUN, 1871 , COMPLETED 
CRIBS 35 FT SqUARE. 
TOTQU LENGTH 6032. FEET 



APR 26,1872, 
' FT COMPLETED SEPT 2. 1873 
- ■ NOV. 30, 1881 

ATURAL BOTTOM 

RED FOUNDATION, 




RS,BONB, Lll 
•iC(JulNTUS,l 
HPJONES. Di 



, DRAWN UNDER THE OlRECTIOr 
ENGINTEB Office, BUFFALo', 



Eng 58 3 



PLATE T: 



Total 

T1M6E 

Stoni 
Cost c 



OSWEGO. N.Y 1884-1900 

OUTER BREAKWATER. Timbei^ Crib- 

PROJECT APPROVED AUG. 31, 1883 

WORK BE&UN MAY I, 1884- WORK COMPLETED DEC &, 1884. 
SUPERSTRUCTURE REBUILT BY MIRED LABOR- 
TOTAL LENGTH 3540 FT 
"M' -f^'R" an^'T-^S'U INDEX MAP 



Tot A. 



SECTION IV.tsN ON INDEX MAP SIMILAR TO DRAWING, 
TOP OF PARAPET 7'4-' ABOVE MEAN LAKE LE\/EL, 
BANQUETTE 3'4-" ABOVE M.L.L. DECK LAID LONGITUDJ- 
NALLY, COST OF OLD STRUCTURE AND NEW 
SUPERSTRUCTURE $ I54-. 64- PER. LINEAR FOOT 
REBUILT 188T 

SECTION R-ToT ON INDEX MAP 3IMILAR TO ABOVE 
TOP QF PARAPET UA-" ABOVE M.L.L, COST Of OLD 
STRUCTURE AND NEW SUPERSTRUCTURE. $159. 04- 
PER LINEAR FOOT PLACED ON PREPARED FOUNDA- 
TION $171.91 PER LIN. FT REBUILT t890-l89l. 

SECTION %ro P BUILT TO CLOSE BREACH OF 1884- 
WITH DOUBLE BANQUETTE 12 FT & /I FT WIDE. 
511 DEPTH l8'-6" BELOW ML.L. TOP OF PARAPET 

le SidLe- "-<^"> i^j banquette i-e\ 2^ banquette s'-e" 

ABOVE ML.L. TOTAL COST (^INCLUDING PREPARED 
FOUNDAIION AND BONDING) 354.68 PER. UNEAR FOOT 
REBUILT 1900. 



CKE^ 
UPPJ 
PLA 

I-IN 



77 



P5 60J 
J c Quir 

HP JON 



THE NORHIS PETEHS I 



LEVEL 



COMPILED & DRAWN UNDER THE DIRECTION OF 
MAJ.THEO. A.BtNGHAM, CORPS OF ENGINEERS, US ARMY 
AT THE U.S ENGINEER OFFICE, BUFFALO N f. 
MARCH 1304- 



Eno- 58 



3fe 



AVERAGES PER. LINEAR FOOT 



PLATE T: 



iUPERSTRUCTURE 
3970 "E&T 



^ 29,8 
-jl 37.3 

II 2,, 






( COMPLETED I 



CROSS SEC-rior 



' ACTUAL COST 



NOEX MAP BUILT 
• ED ON PREPARED 

PINE WA4 USED I 
>S TIESj DECk J0I5T, 

THE parapet; of Z 

^ INDEX MAB 




OSWfiGO.N.Y 1884-1900 

OUTER BREAKWATER. Timber Crib 

PROJECT APPROVED AU6. 31 1883 
WORK BE&UN MAY I, 1884- WO 
SUPERSTRUCTURE REBUILT 
TOTAL LENSTH 3S40 FT 
N T;"R- dfirf.'T 1*-U INDEX MAP 



TOP or PARAPET T'*" ABOVE MEAN LAKE LEMEL. 
BANQUETTE 3'4" ABOVE M.L.L. DECK LAIO L 
NALLY, COST OF OLD STRUCTURE AND NEW 
SUPERSTRUCTURE *l54..d- PER LINEAR FOOT 
REBUILT 1887. 

SECTION RT-T ON MDtr, MAP SIMILAR TO ABOVE 
TOP OF PARAPET II 4" ABOVE M L L. COST OF OLD 
STRUCTURE AND NEW SUPERSTRUCTURE »IS9.0<1- 
PER LINEAR FOOT PLACED ON PREPARED FOUNDA- 
TION $171.31 PER LIN. FT REBUILT 1890. 1891. 
SECTION a T. P BUILT TO CLOSE BREACH OF 1884- 
WITH DOUBLE BANQUETTE I2FT & 11 FT WIDE 
DEPTH 18-6- BELOW M L.L. TOP OF PARAPET 
ll-i', ISJ BANQUETTE 7-6', S"**- BANQUETTE 3-6 
ABOVE M L L. TOTAL COSTlINCLUOinG PBEPARED 
R)UN0AT10N AND EONOINS) 354.68 PER, LINEAR FOOT 
REBUILT 1900. 



.^^.JJ^^^g^ rnxm ^ ^^ ^' ^K mz^iifr.e -.t':::;. 



S BOND. LIEUT CORP3 of ENS^S 
CQUINTUS PRIM ASST EN&R 
PJONES, DEL 



COMPILED & DRAWN UNDER THE DIRECTION - 

J THEO. A. BINGHAM, CORPS OF ENGINEERS, ■ 

AT THE US ENGINEER OFFICE, BUFFALO ^ 

MARCH I904- 



Eng 58 3 



PLATE S 



SWEG0.:NX 1895-1896. 

EST PIER. Timber Crib. 

Maibclx^K BEGUN 1895. WORK COMPLETED I89&. 
>TAL LEN&TH 4-3'2. FT 



CROSS SECTio* 



Tl'L. ON 1NDE>^ MAR 



Total. cf?oss Se 
OLD SUPtRSTI^Ue 
NEW TIMBER. _ 
WEw STONE. PILL 

Cost of new su 

Timber. 

stone pill ims. - 
Cost cp old St 
Total, cost of 
\0»DS. FILLIK4 



* £3bima.becU. 



LEVEL. 



P. 5. BOND, UEl 
J.CQUINTUS.PR 
H.PJOMES.DEL 



COMPILED AND DRAWN UNDER THE DIRECTION OF 
MAJ.THtO.A B1N&HAM,C0RPS opEn&INEERS.U.S.ARMV 
AT THE U.SENGiMEER OFFICE, BUFFALO, N.Y 
FEBRUARY 1904-. 



Bng 58 3 



37 



AVERA&E5 PER. LIK), FOOT 



I r„... 



I .1. 



15 a6,3o 










nioHf- 




570.0 - 




I'"-, 




1 .,,! 


43-MT 


1 ».oo7. 




•i 


J2.81 


ir.017. 


6S. 11 


^5,+4J 


X+.3. 




89 47 




* i7r34 



OSWEGO, :N.Y 1895-1896. 

WEST PIER T.MBER Cr,b- 

WOUK BEGUN 1895. WORK COMPLtTtO I99«, 
TOTAL L6N&TH 431 FT. 




AND ORAWMUMDER THE DIRECTION OF 
3IN&HAM,C0RP£ o" ENGINEERS, U.S. ARh 
i ENGINEER OPFICE. 8UFFAL0, NY 
FEBRUARY I904- 



Bng 58 3 



I 



PS.80MD. L;EUTC0RP5 
J.C.QUIWTUS.PRIN.ASSTE 
H.PJ0NE5,DEL. 





I/.''*^"^ ., 



A/^Z"/oA/^z_ /y^/?^o/? 



o/^ 



UGE 



DELAWARE BA^. 

NATIONAL HARBOR OF REFUGE. 

INDEX MAE 



AWN UNDER THE DIRECTION OF 
I THEO.ABINSHAM, COUPS OF ENGINEERS, US.ABMV. 
THE U.SENSINEER OFFICE., BUFFALO.N.Y. 
MARCH ISO*. 








SCALE OF FEET 
^ouncOh^s ant ^e/i^'MtZ^ to /^fedn ^o^ ^ 



-]liti ^'^"'^^eci ty Msj- e/CtSan/ord, Corps of fng/nee/a, i/.6.^rmy. 



Eng 58 3 



PLATE NP 



WME, INNER B RE AK^WrER;i828 -1869 

SORTED RUBBLE MOUND BREAKWATER. 

PROJECT APPROVED '.828. 
WORK BEGUN IS'Zg 
•• COMPLETED i8ee- 
I TOTAL LEhAGTH 2558 FT 

'•A"t2'B" OK. INDEX MAP 



lEAN LOW WATER 



-io^- 



<^-1^ 




-30 



Compi/ed ancC /?muy/7 under ^/?e c/yrec^/bn <7/ 

at trre a<S. ^/?e'/>7eor Q^rc^^ ^u.^/c£/o M y^ 
-^A^ar-c/? /904: 



Eng 58 3 



39 



DELAWABU BAY. DELAWME, INNER BREAK.WATER,1828 -1869 



SORTED RUBBLE MOUND BREAKWATER. 

828. 



BEGUN isza 

■■ completed i8&9. 

Total length 2SE8 ft 



A^tsB" ON INDEX MAP 




J>ata fumis/ied iv ^^J- -^ C.SanforU, Corfis ai^ fngi'neeriS- 
^ U.S. Army- 



Comfi/'/ed. and Smwn u/ider t/ie d/re^ono- 
at we us !^^''/^£^'i^%' jS-j/Zd M M sr 

Eng 58 3 



PLATE MP 2. 



CROSS SECTION ABO 
86 LO 

TOTAL CROSS SECT 
RUBBLE 3TONE 
TOTAL. COST - - 



77)^ gra^t e. 
rtfnti/ning' 
are rra /nat 

Jn Su/'/cf 



►^^beriRTED RUBBLE MOUND BREAKWATER. 

JECT APPROVED 1828 

BK BE6UN 162ft. 

COMPLETED 1869- 

ITAL LENGTH 135^ FT 



/■€3 Tbrrs 



Mea-r 



RSBOND, LiaU'f CORP5 
J.C.QUINTUS,Pie)N.ASS'tf 
H.RJ0NE5, DEL. 



EJNNER MEAKWATES,1828 -1869 



■^9"'D ON INDEX MAP 



A^ea/7 jLoiv h<a.^er 




Compf^ecC ajicl drarvn under the cl/reo6/b/7 o/ 
4f^' 7/?eo. /i. 3/hg/?d/n. Coros of fn^/heerj, i/x5./fr/r?y, 
a^ tfie as. tnf/heer Of//ce, ^affa/o, MY 



'HE NOHRIS PETE 



^ CO. PHOtCl-ITHO. 



Bng 58 3 



40 



PLATE NIP 2. 



AVERAGES PER LINEAR FOOT 



ItJCLUOlHG 6UltveY5 ETC. 



^ 539, s,rt 
I 2578 • - 

U<n ■■■ 



DELAWARE BAY, DELAWARE. INNER BREAKWATER. 1828 -1869 



SORTED RUBBLE MOUND BREAKWATER. 

PRoiECT APPROVED tr38 

WORK BCKUN l»2« 

■ COMPLETED I8W 

TOT»L LENtTH 155^ FT 

■C'-«'D' ON INDEX MAP 



I ^//onfS : n^ ioiiam /s yvr)/ ,am^, . 



Jn iut'/c/'>ig £/r<t 



mi.ui/1 nfcJt- Aa-^^A/cA . 









/.ee 7bf*s. 77>r^r. 



vtth 
aiJut 



CROSS SE.CXI 



Mean Ion- >t'a6Br 




Soft rnu-d. and 6a.ncL. 



scale: of feet 



Compi/ecC <ind drairn undar i/ie d/rtcAon of 



" BOND. LIEU't CORPi » ENS'IM. 
JCWINTUS.I>BH.ASStE>l6lR. 
"PJONEi, OEL. 



furnished /»/ /V^-ycJanAfU, Carps of ^njimiers. 1/3 Anny. 



Bng 58 3 40 



PLATE N° 5. 



,1NNER BREAKWATER,1884-1898 



CROSS SECi 



\TER,WITH STONE 



LOW WATER. 

IcT APPROVE.D,FEB,8, IS79. (BOARD OF EMG'RS) MOPIFlCD JDKE 4. !8S^ ETC. 
Total. CR05S (ACTORS- A J HOWELL, 1884- 

W.M. FIELD , 1885-1886 

BRANiyfWlNE, GRANITE CO. 1888, I890, 1892. 

G.W. ANDREWS ,1894-. 



RUBBLE ST 



CAPPING ST 

J, F. DONOVAN 
TOTAL CoST^EQiiN 1884 

:OMPLETED .JUNt 30. 1898 
i^UB^UENGTM 1350 FT 

E. DEPTH AT M.L.W. 30 FT 



^AN&E OFTIO.E 4.SFT 
|1ATTReS5 FOUWOATION 2 FT TH)CK COVERING "WIDTH OF 90 FT AND 
iTED V/ITH STONE WE1&H1N6 FROM 50 TO ISO LBi- 



Avera 



^^( 



ON INDEX MAP. 




PS. BOND, LIEU'-f C 
J.C.QUINTUS.PRIN 
H.H JONES, DEL. 



ME MORRIS PETERS I 



and 



Compi/ed arfd Ordvvn urKkr '^e direction ct 



Eng 58 3 



4-1 




Eng 58 3 




Total 



PLATE N? 4-. 



AmOUTER BREAKWATER,1897-1901, 

lUBBLE MOUND BREAKWATER, WITH 5T0NE 
RUCTURE. FOUNDED ABOVE LOW WATER. 

PPROVED JAN. 5. I992.CC0M.0F ENG'RS.} R1V.& HAR.ACTQF JUNE 3. 1896- 
CRosit5. & BANG5, CONTRACTORS. 
DATED. FEB. 5. 189T. 
N MAY 3, 1897. 
ILETED DEC. II. 1901. 
TH, SUBSTRUCTURE 804-O FT : SUPERSTRUCTURE T960 FT. 
RUBSLJEAN LOW WATER VARIES FROM 9-6' TO 55-1 FT 
E OP TIDE IS 4:5 FT 



Cost 



«-Cori 



INDEX MAP 



Ope. 




P^. BOND 

j.c.quiHTUi 

M.P. JONES, DE 



T-ME NORBIS PtTEFi 



Sar?^ Sc /ifud^. 



^ Compiled dJ-id drdwn under l/)e cd/repi/on o/^ 
%/or r/peo- A ^//7^/7a/r7, Corps a/ /r?£//7eers, 6/.<5./9 



Eng 58 3 



42 



PLATE N9 4-. 



AVERAGES PER. LIU FOOT* 



DELAWARE BAYDELAWARE,OUTER BREARWATER,1897-1901. 

SORTED RUBBLE MOUND BREAKWATER, WITH 5T0NE 
SUPERSTRUCTURE FOUNDED ABOVE LOW WATER. 

PROJECT APPROVED J«»,5, 1992.C«M.0F EN6'(tS.) RlV.a HAR.ACTOF JUNE 3. I89fc. 
HUGHES BROS. 8, BANOS, CONTRACTORS. 
CONTRACT DATED. FEB. S. I89T. 
IWJBK BEGUN MAY 3/189T 

- COMPLtlEO DEC. II. 1901. 
TOTAL LENSTH, SUBSTRUCTURE 8040 FT ^ SUPERSTRUCTURE 7960 FT 
■ »T MUN LOW WATER VARIES FROM 9.6' TO SS.I FT 
RANGE OF TIDE IS 4:5 FT 




SancC U /nud-. 



^anU and Mad - 



7ce /^/ers; -Sea /nc/e;t^ A/dfi- 

6eneri/sMe or consiruci/on, ^^me .is ifie AnesJcvdier^ cam/s^hf 
of a .auJerjiruciive ras&hg- or? a. ^a^iecrztciuJ'e cn^z-^naam 
siwe ■■ Too ci/'/r7e/?.s/a/7S /S^x/Sflt- ^e/^i a^ top '4- ft. 
aiove ^uMsirucAariB ; Ca^si />er /i/zr j? /^ 9S3. 33 



.Jjati furnished by Maj. J. CSanford-j Corpa o/ £^//ree/s,i/.S^nny. ■ 



P^. Bo^40. 

JC.quiNTUS. PRIN 
H.P.JONES, DEL 



Compiled SJTd dnwn under Med/rsciiorr of 



EUTCof?RS o'ENS'l^S.U-S., 



SCAtEOr TEST 



Af^rc/). /904t 



Eng 58 3 



PS BONO, UEUT. CORPS of EN€ 

J.C.QUINTUS.WnN.ASSTENGR 

M.RJOWti.OEL. 




U 



•-•e-NDflRlS PETeRS CO. PHOTO- 1 



Bng 58 3 



43 



POINT JUDrrH,R.1, 189M898 

SORTED RUBBLE MOUND BREAKWATER. 

PROjeCT APPROVED 1889. 
BUILT BY DAV LABOR AND CONTRACT. 
HUGHES BROS. & BAM&S, CONTRACTORS. 
\^ORK BEGUN FEB- >3, I89». 

COMPLETED DEC. l8. 1898- 
MEAN RANGE. OF TIDE 4- FT. ABOVE M. L.W. 
TOTAL LENGTH 69 TO FT 
DEPTH AT M.L.W. I7 TO 31 FEET 

Fu// " " " ' constructed^- 



iV<s.6e.f^ 



-28 




PS. 

j.c.c 

H.P, 



(hmp/'/ed. And /7rdn'n under i/7e cO'r^ctior: c/ 
■ 7/;eo. /^. ff/r70/?<3/n ^ Corps Ot rr;^7y?eery , U. S. .4r/n y. 
at t/ie U.^. ^rj^/r?ecr cJ''y'/c(^, Bu/'/'-d./o, MY" 
A/drc/j, /904: 



Eng 58 3 



44 



AVERAGES PER. LINEAR FOOT * 




SECTIOM 


-^...' 


h^'*'^'& 


POINT JUDITH, R.1. 1891-1898 

SORTED RUBBLE MOUND BREAKWATER. 

PROJECT APPROVED 1889. 

BUILT BY OAV LABOR AND CONTRACT. 

HUGHES BROS. tBANSS, CONTRACTORS. 

» COMPLETED DEC. 18. 1898. 
MEAN RAN6E OF TIDE /I- FT ABOVE M. L.W 

OEPTH AT M.L W. 17 TO 31 FEET 

M^ 10. m^ _=__ 

7<K 


M.TEKIAI- 


CU. -<03 


TONS l~ Am 




COST 




CSOSS seCTlON ABOVE ME»N LOW WATER 
RUBBLE STONE 






3Ta!,» 

^5^8, . 

Z94-8 ■ 




iZ An^rA,>t Ji*< .=/«4« ^«t«4^ ,^^ 1x73a, ^U £f,r iy,^^ co^ 

^ ^M^ /> ^eoue 3SZ- CROSS 






^ 


m^ 


/ 


nrps 




Eng 58 3 




Bng 58 3 




Bng 58 3 



SAN PEDRO. CAL. 1898- 

50RTFD RUBBLE MOUND BREAKWATER, WITH STOWE 
SUPER5TRUCTURE FOUNDED AT LOW WATER. 

PROJECT APPROVED, MAR. I, l89l ( WALKER BOARDJ 
CONTRACTORS : HtLDM/MER. AND NEU, COMTRRCT DATED AUS-fZ- »89a 

ANNUULEO MAR. 19, ISOO- 
CALIPORMIA CONSTKUCTIOM CO CONTRACT DATED 
JUNE 7, I900. 
WOR.K Bfc&UN MOV. 1-2,1698. 

AVERAGE RANGE OF TIDE. 5.1 FT ABOVE. M L. L.W 
TOTAL PROJECTED UENGTH *50O f'T (AP?RQ><) 




/=^//\/£- ^/iA/£> 



Comp//ecL- drfd. IPmivn u^cfer C^e cC/reci'o/i of 
a t t;fye L'. ^5. En^/rieer O/f/ce, jJ/jff<3/o, MY 



Eng 58 3 



46 



Averages PER LiN. foot 




^ Tin, Cor/.7J-<f>'. 

- ^ i-yr arojJ Tint; />er e^.ya. 
Iff f.7e St/fi<r^rae&t7v . ^« y< 

J//6mnj /So/is. ^<£^ CLU^/i- ^^Sc/.'£l 



\Tr 



RANDOM STONB 



SAN PEDRO, CAL. 1898- 

50RTE0 RUBBLE MOUND BREAKWATER, WITH 5TOI0E 
SUPERSTRUCTURE FOUNDED AT LOW WATER. 

iD.MAR 1,1891 (, WALKER BOARD) 



CONTRACT DATE 



X 



■.MUP, &^'^'^^'- ^"^^ -^-^^^ 



i 50ND LIEUT C0RP5 ot= EN6R 
C.QUINTUS.PRIN AS5T. ENuR 
P JONES, DLL 



i /f/nsiry. Corps ci/'£^//-j. i/_^ 



Compilixi d/id Orairn u/ider Lie d/ireclion <f 
at c/ie US.ErJili'JserOmcG.eijfM/o.A/y 

Bng 58 3 4 



. 








SANDY BAY. MASS. 




INDEX MAP 


^■^ 1 . 


COMPILED i DRAWN UNDER THE DIRECTION OF 
MAJOR THEO.ABtMGHAM.CORPS OF ENGINEERS U.SAPMY 
AT THE U.S. ENGINEER OFFICE, BUFFALO. N.V. 
MARCH, I904-. 


A^ - 


' 'sac' ' ' 1000 zooo 3mo 
6CALE OP FEET. 


^ 

f 


Jfepths rt/^er ^ fiiean Low H&ter 




O 


LITTLE 




SEACOUC^ DRY 

SAWAGEs Salvages 


• 


o 




\^v 




■> 




^ 


'J.Sta/itorf, 





Eng 58 3 



4-7 




^ 



^ 



y 



SANDY BAY. MASS. 
INDEX MAP 






MAJOn TH10»0INGH»M, COUPS Of tNCilNEERS US ASlIt 


,<3 


iCALt " rtiT. 


/ 


ft/t/ij n/ir it Han U» «ftV 


; 


C'^ 


■*- 


-' 


S 








O MTTLE 






SAWA0«»'""'^ALVAGE5 



' A^'**' 
.,.'"'' 



C0UINTU5,Plfm 




o 



v^ 



^ J j^/,;!g/>. gvy» o/£n^/neerj UJi/frm/ 



Bng 58 3 



I 



i^R 



ijf_ Wdte,r ±8.6_ 

O A/ea-n Ac 






^^.-^ 




y 



BOND, Li 
QUINTUS 
JONES. 



Af^cy Aril L£D&£, /«> 



7it^/:5 <^/^ — 



AVERAGES PER LINEAR FOOT 



Material 


C.oio tortk 


,^Sk^ 


c^;^sl. 


Co-sh. 


C»o,si stCTIO,. ABOVE s«AMUOWWATen 




62, i3 






BELOW - . . 


277,32 


SSJ Sfc 


74875- . 




to. <.0« ^6Cr.OM ABOVE SE- »OT,OM 


i,S..T 


Ale, 19 


»S3I.O - 




UWOOM RJOBLE STONE 


27961 


,^19.31 


aas'?. 


«z-2o.iy 


LOKSE RUBBLE 


32,65 


58.77 


10.37 


. 1 7.5-4 


CAP STONE. 


3.71 


731 


1.27. 


2.1.73 


T^TAUOOST 








$.-i6|.46 



^Thafasniiiies 



k- 



._, ■ -^ (+22; 



2t.iU 



T. 



Mean MigA Wate.r v-«6 



^— -t'^. 



SANDY BAY. MASS. 1885- 

SORTED RUBBLE MOUNO BREAKV/ATER, WITH STONE 

SUPERSTRUCTURe FOUNDED BELOW LOW WATER. 

PROJECT APPROVED Jul-Y 5, 1984 ( RW6R a, HARBOR ACT) 
SOCKPORT <t PISEOW HILU GRAMITE CO. 1 14, 19116. 1«»«, l«90. 



SROKEN > INDICATE UNFINISHED 
MINIMUM 

TOTAL LI 



1ICH STRUCTURE IS BUM 
STiUJCTURE To BE 9200 FT 






>^.--^ 



O Afeeun ^gyv y/f^tzr 









^X:i hi — ^— 1 



of ^upar^tructccrz iviffftvn A?ccJ 



iUBSWUCTUfTE ■ 



faiif/e, r/o storre ZejiS i/rar? 






Tnd /7a6- /<z.ss 2J^*//7 Z 2S/ 
Pz/b. /J, /Soo. 



^_^£^ 



'et:^ 6a/ow '^<2-<f/7 /^>»' IVtJliar 



^ac^'on on •3i^^. 360O, 



i~eoG£-^ ^/r/^ t!:tiC£/='77a// 



Su-pcrsbructure 



■ jfM> •s/^S£.L-s /^ &t/£.Ly ff£rHV£^ n./)r efiOu»t>s 



M^ )VME/f£ /T /S ^A/ve . 



PStO«l),LltUfCORPS«<EN6'lU 115.ARM1. 
JCQUIN-niS.PIilN.ASSI-tlltR 



-J)iU famished iy Lieut. Cb/. yiCj.,3ianton Carpi of ^"jj" 



ac t/!t as eng/nnr Office, j9u//tifo, iV. / 

Bng 58 3 



1 



# 



APPENDIX A A A TECHNICAL DETAILS. 3819 

It was Major Bingham's opinion that this work would be of interest 
and value to the Engineer Department, as follows: 

i\.s a historj^ of the development of breakwater construction on the 
Great Lakes. 

As showing the forms of breakwaters used in and suited to different 
localities. 

As showing the manner of construction in its more important details. 

As a valuable accessory to an}'- text-book or report in studying break- 
water construction. 

As a basis for estimates for construction purposes, setting forth all 
the necessary data as to quantities, costs, etc. 

As a guide in preparing plans and specifications. 

Major Bingham further believed that if, in each district, a similar 
work were prepared and photolithographs distributed among the 
oflScers of the Corps, they would there% be furnished with most valu- 
able and convenient information concerning the important subject of 
breakwater construction. 

The tracings from which the accompanying blueprints were made 
are on file in this office, and, if desired for reproduction, will be 
forwarded. 

Yerv respectfully, your obedient servant, 

P. S. Bond, 
First Lieut. , CoT'ps of Engineers, 

Brig. Gen. A. Mackenzie, 

Chief of Engineers.^ TJ. S. A. 



MISCELLANEOUS WORKS. 
AAA 22. 

NEAV BUILDING FOR GOVERNMENT PRINTING OFFICE. 

[Officer in charge, Capt. John S. Sewell, Corps of Engineers.] 

This building was authorized by the sundry civil act approved Marcli 
3, 1899. The act provides as follows: 

Government Printing Office building: That there be constructed, upon the land 
acquired by the United States in square numbered six hundred and twenty-four, in 
the city of Washington, District of Columbia, under the provisions of the act entitled 
"An act making appropriations for sundry civil expenses of the Government for the 
fiscal year ending June thirtieth, eighteen hundred and ninety-nine, and for other 
purposes, ' ' apj)roved July first, eighteen hundred and ninety-eight, a fireproof building 
for the use of the Government Printing Office, at a total cost, including approaches, 
elevators, lighting and heating apparatus, not exceeding two million dollars. 

That the building herein provided for shall be erected under the direction and 
supervision of the Chief of Engineers of the Army, by contract or hired labor, or 
both, as may be to the best i iterests of the United States, and upon plans and speci- 
fications to be prepared by him and approved by the Public Printer. And the said 
Chief of Engineers is hereby authorized to enter into a contract or contracts for tb.e 
construction of the whole or any part of said building, and for the removal of the 
old dwellings and other buildings now standing upon said land, subject to appropri- 
ations to be made therefor by Congress, and he shall also have the employment of 
all persons connected with the work: Provided, however, That the selection and 
appointment of a competent architect to prepare the plans and specifications for the 
elevations of said building shall be made by the said Chief of Engineers and the 
Public Printer jointly. 



3820 KEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ( 

f 

Toward the construction of said building and for each and every purpose connected 
therewith, including the cost of all professional and other personal services that the 
Chief of Engineers o^ the Army may deem necessary, and for the rent of office rooms 
in a locality convenient to the work, three hundred and fifty thousand dollars, to be 
immediately available. This appropriation and all appropriations which may here- 
after be made for this purpose shall be expended under the direction and supervision 
of the said Chief of Engineers. 

The limit of cost was increased from $2,000,000 to $2,429,000 by the 
joint resolution approved February 17, 1900, which reads as follows: 

Resolved by the Senate and House of Representatives of the United States of America in 
Congress assembled, That the limit of cost of the new building for the Government 
Printing Office, authorized by the sundry civil act approved March third, eighteen 
hundred and ninety-nine, be, and hereby is, increased by four hundred and twenty- 
nine thousand dollars, or so much thereof as may be necessary, to meet the increased 
prices of building materials, and to permit of making the south end of the power- 
house extension, for a depth of about forty -five feet from G street northwest, of the 
same height as the main building. 

The preliminary project for this building, in accordance with which 
the building was authorized and the first appropriation made, was 
prepared by me after consultation with the Public Printer and his 
mechanical staff, and submitted under date of January 13, 1899. The 
gist of this project was as follows: 

The site of the new building is at the northwest corner of North 
Capitol street and G street west. It fronts 108 feet on G street and 
175 feet 3 inches on North Capitol street. It is separated from the site 
of the present building, or collection of buildings, by Jackson alley. 
A space of about 60 feet by 112 feet at the northwest corner of the site 
is occupied by the original power house, which is thoroughly up-to- 
date, and has been incorporated as a part of the new plant. The pre- 
liminary project included the extension of the power plant to G street, 
with its present width and height, and the erection of a main building, 
U-shaped in plan, fronting 278 feet on G street, 278 feet on Jackson 
alley, 175 feet 3 inches on North Capitol street, with an interior court 
about 29 feet by 168 feet. This would have left between the power 
house and the main building a drivewa}'' 18 feet wide, running from G 
street to Jackson alley, and furnishing access to the interior court at 
its west end. The structure was to be fireproof, with masonry mainly 
of bricks; the interior to be finished with glazed and pressed bricks; 
all door and window frames to be of cast iron; the floors to be designed 
for a live load of 300 pounds per square foot, uniformh^ distributed, 
and to be thoroughly fireproof in all their structural features, but 
finished with about li inches of hardwood flooring in all places where 
the emplo3^ees are required to stand and work for any length of time. 

The building was to be heated by steam, wired for electric light and 
power and for interior telephone and alarm systems, and furnished with 
all needful elevators, standpipes, water tanks, and the best type of 
sanitary plumbing. Especial attention was to be paid to provision 
for safe and speedy exit in case of fire or panic, and for the health and 
comfort of the emplo3^ees. The main building was to have seven 
stories, a basement, and an attic, and the south end of the power house 
was to be divided into two stories. 

There was to be a vault for the storage of stereotype plates under 
the G and North Capitol street sidewalks, and the basement of the main 
building was to extend under the interior court and the drivewa3\ 

The plans of the building were developed along the lines described 
in the preliminary project, with one important addition, which was 



APPENDIX A A A TECHNICAL DETAILS. 3821 

authorized by the joint resolution above quoted, and which consisted 
in making the south end of the new power house — i. e., the part over 
the coal room — part of the main building. This necessitated a sally 
port to enable the driveway to debouch on G street. 

At the time when the building was authorized the transfer of the site 
to the United States was not complete, and a nunlber of old houses 
were still standing on it, man}^ of them being occupied. 

The writer was placed in charge of the construction of the new 
liuilding under date of March 11, 1899. On March 20 an office was 
opened at 735 North Capitol street, nearly opposite the site of the 
Avork, and preliminary work on the plans was begun. A search was 
begun for a suitable architect to take charge of the elevations of the 
l)uilding, and after considei'ation of a number of names and examina- 
tions of specimens of work b}^ the Public Printer and the writer, Mr. 
J. G. Hill, of Washington, D. C, was selected and appointed in the 
iininner required by the act authorizing the building. He was 
appointed under date of April 3, 1899, and immediatel}^ took up the 
M ork of designing the elevations. 

In all discussions relative to the general lines of the floor plans, the 
number of stories, arrangement of rooms, the heating and other 
mechanical equipment of the building, the Public Printer was repre- 
sented by his mechanical staff, consisting of Mr. H. K. Collins, chief 
engineer, and ^Ir. IV. H. Tapley, chief electrician, of the Government 
Printing Office. It was found that these gentlemen had made a careful 
stud}^ of the needs of the office, and had alread}^ arrived at perfectl}^ 
definite conclusions in regard to many of the points brought up for 
discussion. Under these circumstances it was deemed best for them, 
if possible, to design and supervise the installation of the mechanical 
equipment, as they were more conversant with the needs of the office 
than any outside expert could possibly be. 

The Public Printer having very kindly consented, this office employed 
electrical and mechanical draftsmen, who, working under the super- 
vision of Messrs. Tapley and Collins, developed the plans for the 
mechanical equipment of the new building. Mr. Collins had charge 
of the plumbing and steam heating and Mr. Tapley had charge of 
electrical wiring and elevators. 

The plans for the foundations, structural work, fireproofing, and all 
other items not included under architectural details or mechanical 
equipment were developed in this office. 

On May 1, 1899, notice was received from the Public Printer that 
the transfer to the United States of the property included in the site 
^vas completed. The old houses had alread}^ been advertised for sale 
under date of April 18. On May 18 bids were opened and the houses 
sold, to the highest bidder, for the sum of $1,300. By July 6 the 
purchaser had completed the work of demolishing and removing the 
houses. Meantime the foundation and excavation plans were in course 
of preparation, and were so far advanced that bids were invited for the 
excavation work under date of June 10, 1899. Bids were opened 
July 10, 1899, and the contract was awarded, to the lowest bidder, at 
44 cents per cubic 3^ard for general excavation, 75 cents per cubic 
yard for trench excavation, and $2 per foot for test borings. 

As soon as the site was cleared test pits were dug to the probable 
level of the base of the foundations, with a view to determining the 
bearing power of the soil. These tests resulted in very valuable data, 



3822 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

proving' that the safe-bearing power was not less than 4 tons per square 
foot instead of only 2, as had been assumed in preparing- the prelimi- 
nary estimate. The tests were made as follows: The pits were exca- 
vated inside of drums 6 feet in diameter; a 12 b}^ 12 inch Georgia pine 
timber was set up on end in the pit and braced to the sides so as to 
keep it vertical, but leave it free to settle; a platform was built on its 
upper end by means of crosspieces and braces, and this was loaded 
with pig lead. A little earth was thrown in around the bottom of the 
stick to prevent the earth beneath, which was sand saturated with 
water, from Avorking out from under the stick. This method of test- 
ing is quite severe and is hardly fair to the soil tested, because of the 
small area tested and the punching tendency of the stick. Neverthe- 
less the stick carried in different places from 8 to 12 tons without any 
settlement that might not be charged up to finding a bearing in the 
loosened sand at the bottom of the pit. 

Some of the details of these tests were rather interesting. The first 
one was made at the northeast corner of the site. The sand at the bot- 
tom of the pit was not very clean, but had a considerable percentage 
of clay in it. No earth was thrown in around the stick, but it was 
simpl}^ set up on end and loaded. Under a load of 7,000 pounds it 
showed a settlement of 0.1 foot within less than thirty minutes from 
the beginning of the test. Cnder a total load of 20,000 pounds, and 
after a lapse of about one hour and a half, most of which was consumed 
in placing the load, the settlement was 0.686 foot and increasing. 
Unloading .w^as then commenced, the settlement meanw^hile increasing 
to 0.T39 foot. After the removal of the load the stick rose slightly, 
so that the total spttlement was reduced to 0.722 foot. This looked 
discouraging, but a careful examination indicated that the settlement 
was entirely due to the wet sand working out from under the end 
of the stick, largely due to the restricted area, and the fact that there 
was no weight on the sand immediatel}^ around the base of the stick. 
The old buildings, founded on the same stratum of sand, showed a little 
settlement in some places, but they also gave indisputable evidence 
that the sand was able to carry very heav}" loads. The stick was 
therefore removed and the bottom of the pit leveled up. The stick 
was then placed in the pit again, and sand from the excavation was 
thrown in around it to a depth of about 6 feet. Under a total load of 
22,370 pounds, and, after fortj^-eight hours, the maximum settlement 
was 0.011: foot, of which 0.016 foot occurred during the second 
tAventy-four hours, under full load. The settlement seemed to have 
ceased absolutely at 0.01:1: foot. At other points, under similar con- 
ditions, the stick settled as much as 2 inches, and then stopped. 

At one point, when the load had increased to 16,781 pounds, and the 
settlement to 0.386 foot, the stick suddenly descended about 1.28 feet, 
and then came to rest. The loading was continued, and under ai total 
load of 23,781: pounds, the settlement was 1.776 feet. After standing 
twenty-four hours this settlement had increased to 1.790 feet, and 
apparently had ceased. An investigation of conditions under the 
stick in this pit showed that it had been resting on a few inches of 
sand over a layer of blue clay about 15 inches thick; under the clay 
there was sand again, rather dirt}" and fine for about a foot, and below 
that reasonabl}^ clean. It was in the layer of dirty sand that the stick 
came to rest after its sudden descent, due to punching through the clay. 

None of the tests showed settlements as great as an inch until the 



APPENDIX A A A TECHNICAL DETAILS. 3823 

load exceeded 12,000 pounds. From previous experience in this same 
locality, and the observation of the tests themselves, 1 was convinced 
that none of the settlement, in any case, was due to compression, but 
that it was all due to the action of the stick in finding- a bearing in the 
sand. 

In designing the foundations, the live and dead loads were separately 
figured for each pier or column. They were both expressed in tons. 
The live load was divided by 4 and the dead load by 3; the sum of 
the quotients was taken as the area of the footing where it rested on 
the sand, in square feet. The building was assumed as fulh^ loaded. 

Four borings were made to a depth of GO feet. They all showed 
sand of varj- ing degrees of fineness and cleanness, with occasional thin 
strata of blue clay. Three of the borings penetrated one deposit of 
clay, and showed it to be about 1 foot thick; it afterwards developed 
that in the middle, where one of the foundation trenches struck it, this 
deposit of clay Avas nearly 4 feet thick. This shows how borings so 
often fail to tell the whole story. 

The sand beneath the new building is reasonabh^ clean and coarse, 
notwithstanding the pockets of clay that occur. The ground water 
stood in it at a level not much below that of the basement floor at the 
southeast corner, and about 3 feet higher at the northwest corner; this 
indicated that there was a general movement of this water from the 
northwest to the southeast, a fact made more probable by the exist- 
ence of a large and deep trunk sewer under North Capitol street, 
draining to the south, and also abundantly confirmed by subsequent 
observations. 

There was so much water in the soil that it was utterh^ impossible 
to dig the trenches for the foundations without shoring them solidh^ 
with sheet piling; the sand would not stand verticall}^ for a single 
foot unless it was shored. There is a conduit in Jackson alley carry- 
ing steam pipes and electric cables from the old power house to the 
old Government Printing Office. It was exposed by the excavation 
and had to be shored up and underpinned. Considerable underpin- 
ning was also required about the Yale Steam Laundry, which joins 
the new building for the Government Printing Office on the west, and 
about the old power house. For these reasons shoring and underpin- 
ning make up quite an item in the cost of the foundations, which 
were finished, however, within the original estimate of cost. 

Some of the details of the underpinning will be described later on. 

In excavating for the foundations, wherever a clay pocket was 
struck, either in the trench or a few feet below, the excavation was 
carried through it to reasonabl}^ clean sand, regardless of the level. 
The trenches were filled up to proper reference again by the use 
mainly of a poorer grade of concrete than was used in the foundation 
piers, though in the beginning at one or two' points the filling was 
done with gravel only. 

The concrete foundations consisted of truncated pyramids under 
interior columns and truncated wedges under the walls. The}^ were so 
proportioned as to receive the full load at all points with a pressure 
not exceeding 20 tons per square foot upon the top surface of the 
foundations. Their sides sloped so as to spread the pressure over 
a sufficient area of the sand below, as determined by the method indi- 
cated above. The depth of the foundations was determined so that, 
allowing a few inches depth on all inclined surfaces for the porous 



3824 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

concrete inevitable next to the forms, a line of pressure making an 
angle of 60^ with the horizontal should be contained entirel}^ within 
the pier. The lower part of the pier was brought up above the 
bottom in all cases at least a foot, with vertical sides, before the 
slope began, so as to avoid a thin and weak toe. All concrete was 
mixed and deposited by da}^ labor. Hand mixing was the method used, 
as it was the cheapest under the conditions existing. The total quan- 
tit}^ of concrete in the foundations is 6,960 cubic yards. The greater 
part of this was put in at a time when Portland cement was $2.43 per 
barrel, broken stone $1.90 per cubic .yard, and sand 95 cents ^j ,^abic 
yard. The proportions varied from 1-3-6 and 1-3-7 for the piers 
proper to 1-4-12 and 1-3-10 for subgrade filling. The average of the 
entire quantity was 1-3-7. The cost of the concrete, exclusive of 
forms, was $5,985 per cubic yard. The cost of forms was 10.541 per 
cubic yard. The quantity of concrete saved b}^ the use of forms was 
about 2,000 cubic yards. The total cost of forms w?is about |3,100. 
Thus the forms aftected a net saving of about $8,800. These figures 
were derived from the cost at a time when the total quantity of con- 
crete put in was a little over 5,700 cubic yards. That put in since has 
cost less, owing to cheaper materials. The conditions, so far as labor 
was concerned, Avere bad from the start; the work had to be begun 
before the excavation was finished, and the concrete gangs and the 
excavator's teams necessarily interfered Avith each other to a con- 
siderable degree. Later the concrete was put in a little at a time, which 
made the labor more costl}^, but the lower price of materials more 
than compensated for this. The total cost of labor was about $1.18 
per cubic yard, exclusive of forms. The total cost of the concrete 
was about $6.50 per cubic yard, including ever}- thing. The contract 
price for similar concrete put in on similar work by private concerns 
about the same time w^as $7. 50 per cubic yard. The stone used was 
taken just as it came from the crusher, the dust only being removed; 
with this exception everything that would pass a 2-inch screen was 
taken. By this means a much denser concrete was obtained with a 
given amount of cement. It was mixed with just enough water to 
cause slight quaking after vigorous ramming. The rammers con- 
sisted of pieces of 6 by 6 inch white oak, with a pick handle let into 
one end of each parallel to the grain. This caused the other end of the 
white oak to be the striking surface. This form of rammer was used 
because it will admit of ver}^ vigorous ramming without crushing the 
bits of broken stone, which alwa3^s happens when the striking surface is 
of iron. The concrete in these foundations is very dense and hard and 
free of voids. The ramming required to make it quake was not unrea- 
sonable, yet there was not enough water to drown the cement and 
impair its strength. 

It should be stated that there has not been a sign of settlement in 
the building, except that at two points the outer wall of the plate 
vault under the sidewalk settled slightly away from the main building. 
This Avas due to sewer excavations in the adjacent streets, Avhich dis- 
turbed the sand under the plate-A^ault Avails. The foundations of the 
main building were too deep to be disturbed in this way. 

The sewer on the G street side of the new building was an 18-inch 
sewer laid under the parking. It was so high that it would have 
appeared in the G street plate vault of the new building, and it Avas 
doubtful whether it was large enough to carr}^ the sewage from the 



APPENDIX A A A TECHNICAL DETAILS. 3825 

• new building in addition to what came from houses farther west on G 
street. At the request of this office the District government laid a 
new 21-inch sewer under the street and at a lower level opposite the 
site of the new building. It was found possible to get this new sewer 
sufficiently low to provide for the drainage of the new building by 
gravity alone — a very important point. 

As the basement of the new building for the Government Printing 
Office was to be used for the storage of paper, it was of great impor- 
tance to make it dr}^; moreover, a number of elevator pits were neces- 
sary to enable elevators to land at the basement floor. These pits 
had to be about 4 feet deep. It became evidently necessary to lower 
the ground water b}^ amounts var34ng from 4 to 7 feet. After some 
study of the conditions it was decided to run one large drain to the 
north and west of all elevator pits and carr}^ it into an old manhole 
near the North Capitol street sewer and opening into it. The bottom of 
the manhole is about 2 feet lower than the bottoms of the elevator pits. 

The theory was that it would intercept the ground water and carry 
it by the path of least resistance to the large sewer; that this would 
lower the ground water at least 4 feet over all that portion of the site 
south and east of the drain, and establish a new gradient for the water 
surface for some distance to the north and west, thus keeping it well 
below the basement floor at all points. The main drain is about 600 
feet long and has a fall of only a little over 2 feet in this distance. 
The main line is of 12-inch terra-cotta pipe, but there are some 8-inch 
branches. It is laid with open joints and surroanded with broken 
stone, rather coarse next to the pipe, but quite tine at some distance from 
it. In addition, most of the pits were covered with burlap to prevent 
silting up as far as possible. Two manholes are provided at conve- 
nient points, which will serve for examining the condition of the drain 
and also as flushing reservoirs, should flushing be required. The drain 
has accomplished all the objects for which it was put down. At first 
the extreme west elevator pit, which is located at a point where the 
ground water originalh^ stood fully 3 feet above the basement floor 
level, had 3 or 4 inches of water in it. As the drain was but a few 
inches below the bottom of this pit, the depth of the pit was reduced 
by the depth of the water in it, and it was also lined with a steel tank. 
All the pits in the building are now perfectly dry, and there is no 
evidence of ground water an3^where. 

Shortl}^ after the drain was completed and had lowered the ground 
water, a heavy storm washed enough sand and rubbish into it to stop 
it up. In a very few hours the ground water was at its old level. As 
soon as the drain was opened it began to fall and was soon down to 
the new level again. 

During construction work, before the drain became operative, the 
foundation trenches were left open so as to drain to the southeast 
corner. At that point a centrifugal pump, direct connected to an elec- 
tric motor, raised the water from the excavation and discharged it into 
a sewer. By this means the ground water was kept down so that it 
was troublesome only in places where, on account of clay pockets or 
elevator pits, excavations for foundations had to be carried to a depth 
much greater than the average. 

Notwithstanding the success of the drain, it was considered best to 
damp-proof the basement, and a contract was made on March 14, 1900, 

ENG 1904 240 



3826 REPOET OF THE CHIEF OF ENGmEERS, U. S. ARMY. 

with the Cranf ord Paving Company for putting a damp-proof course 
on all foundations, on the backs of all walls where they are in contact 
with the earth, and in the pavements over those parts of the basement 
beyond the limits of the main building. It consists of Neuchatel 
asphalt brought to a proper consistency by the addition of minute 
quantities of bitumen and Trinidad asphalt and a large dose of very 
fine gravel. On horizontal surfaces it was simply spread hot to a 
thickness of about one-quarter of an inch. For application to vertical 
surfaces it was first molded in plates on a burlap backing; crushed 
slag was sprinkled over it and bedded to about half its depth in the 
hot asphalt. The surface of the wall was plastered with Portland 
cement mortar, and while this was still soft the asphalt plates, which 
had been allowed to cool, were pressed up against the wall so as to bed 
the projecting particles of slag in the plaster. 

The plates were held against the wall by suitable braces until the 
plaster had set hard. The braces were then removed, the burlap 
stripped off, and the joints between the plates were closed by heating 
with a painter's hand furnace and smearing with a hot asphaltum mix- 
ture, which made the entire surface continuous. Neuchatel asphalt 
was used because of its well-known durabilit}^ in the presence of mois- 
ture, and because the mixture of asphalt and gravel could be made 
sufficiently hard to cover the foundations without squeezing out under 
the weight of the superstructure as coal tar or similar compounds 
would do. Up to date the waterproofing presents every evidence of 
being an entire success. The contractors were required, however, to 
guarantee it, under bond, for Sve years. The basement was floored 
with asphalt, which was joined to the waterproofing in the foundations. 

The shoring and underpinning operations involved in the foundation 
work did not involve great weights, but they did involve working in a 
very loose and friable material, full of water, and absolutel}^ lacking in 
stability, when free to escape laterally. There was nothing particularly 
difficult for one with any experience in such work, but as text-books, 
while describing the needles, shores, etc., used to sustain the weights 
in underpinning operations, do not often tell how to get them into 
position with the weights on them, these operations at the Printing 
Office will be described in some detail. 

Around the edges of the excavation, where a main foundation trench 
happened to come, the total depth of the trench below the original level 
was in some cases as much as 20 to 24 feet. The general excavation 
was about 10 feet below the original level. The bank on the outer 
side of the excavation was retained by sheet piles driven behind longi- 
tudinal stringers, as shown in some of the photographs. These 
stringers were retained above the level of the general excavation by 
inclined shores, abutting at their lower ends against posts set for that 
purpose. As soon as the bank had been cut down vertically for any 
depth, two lines of stringers were necessary to hold the piles straight. 
In some cases a second line of stringers was put in temporarily, and 
removed as soon as the vertical cut had proceeded far enough to get 
below the bottom of the general excavation. On the north side of the 
site, next to the power house, there was a conduit carrying steam 
pipes and cables from the power house to the group of old build- 
ings on the north side of Jackson alley. This conduit runs east in 
Jackson alley for some distance, and near the building line on the 
south side of the alley. It was necessary to carry the foundation 



APPENDIX A A A TECHNICAL DETAILS. 3827 

trenches underneath it and a little farther than its axial line. The 
conduit is a semicircular tunnel, with a radius of about 3 feet. Its 
highest element is about 18 inches below the surface of the alley. 
There is a heavy traffic in Jackson alle}^ and it was necessary to cut 
about 16 feet below the bottom of the conduit and retain the vertical 
bank, so as to prevent any movement of the conduit or any caving in 
of the alley under the traffic. The position of the conduit is indicated 
in the photograph, No. 4, taken November 6, 1899. It was just 
exposed at the top of the slope be3^ond the limits of the trench in this 
view. The conduit appears again, with the shoring in position, in 
photograph No. 16, taken January 4, 1900, a copy of which is sub- 
mitted herewith. The method adopted was as follows: 

A series of inclined shores were put in, braced against posts set 
well inside of the limits of the trench, and holding the conduit against 
any horizontal movement into the excavation. At intervals of about 
12 feet heading trenches about 3 feet wide were cut in at right angles 
to the conduit. Their sides were retained by means of boards with 
cross braces. The bottoms of these trenches sloped downward, so as 
to reach the bottom of the new foundations at the outer limit of the 
proposed foundation trench, a little beyond the axis of the conduit. 
There was more or less caving at the end of the heading trench, but 
only one was opened at a time, and this had no effect on the conduit. 
As soon as possible two pieces of 6 by 6 inch timber were set up at 
the end of the heading trench. They rested on mud sills at the level of 
the new foundation, and at their upper ends wedges were driven 
tightly between the uprights and the bottom of the conduit. Pieces 
of 2 by 3 inch stuff had been nailed on each side of each upright at 
its front edge to serve as rebates or guides for pieces of plank used 
like horizontal flashboards. These strips stopped off far enough from 
the upper ends of the uprights to permit of putting the pieces of 
plank in from the top. As soon as possible, after the completion of 
the heading trench, the plank casing was put in and earth rammed in 
behind them as they went in, so as to have a fair bearing against the 
bank. The next heading trench was then completed in the same man- 
ner. Then at a point midway between these two a third heading 
trench was dug, but only a single upright was placed in it. As soon 
as it was placed the earth between the third trench and the two others 
was taken out, the casing boards being put in as the excavation 
progressed, and all caving behind them being immediatel}^ repaired 
by fresh earth thrown in behind and rammed. In this way the con- 
duit was held absolutely in its place. When the foundations were put 
in, a concrete wall was built up against the casing under the center 
of the conduit. This wall was about 13 inches thick, and was intended 
to carry the weight of the conduit after the rotting of the timbers. 
The space between the wall and the new main foundations was filled 
with sand, well rammed, and settled with water. 

In the case of the Yale Laundr}^ building at the west end of the 
site, the conditions were similar but worse, and the laundry building 
had to be supported so as not to interrupt the work carried on inside. 
The photographs marked 22 and 26 show the conditions here at differ- 
ent stages. 

The first floor of the laundry building was of concrete, resting on 
the earth. The first step was to drive some small openings under this 
floor, almost to the far side of the building. Into these were inserted 



3828 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

some long 12 by 12 inch timbers for needles. At their outer ends 
these timbers were supported on 8 by 8 inch uprights resting on mud 
sills at the level of the new foundations. These mud sills were placed 
in the bottom of excavations that had been made with solid sheeting, 
so as not to allow any movement of sand from under the laundry. 
Having gotten the needles in place, the earth was cut away from under 
the concrete floor of the laundry a little at a time, and heav}^ planks 
resting on the needles were inserted, so as to carry the concrete floor 
and its superimposed loads. Wedges were driven where necessary to 
give the concrete a bearing on the planks. The inner ends of the 
needles simply rested on the earth. Their outer ends were jacked up 
and wedged on top of the uprights until it was certain that they were 
carrying the weights. These were not great, but the span of the 
needles was. This explains the use of such heavy timbers. 

Having proceeded this far, the rest of the operation was similar to 
the work under the conduit, except that the soil was worse and there 
was more water. The new wall of the laundry also came on the new 
foundation, as this spread on both sides of the party line. Some time 
after the completion of the work the old front wall of the laundry 
building showed a few settlement cracks, but it is not certain whether 
they were due to the underpinning operations or to some sewer work 
which was carried on about the same time and which involved excava- 
tions close- up to the laundry-wall footings and below them. These 
cracks were never serious, and soon stopped growing. 

It will be noted from the photographs that the concrete foundations 
were built up practically to the basement floor and the grillages and 
column bases kept above this level. It was feared that long immer- 
sion in ground water, even though they were surrounded with con- 
crete, would ultimately end in the corrosion of the steel. It was 
thought that the ground water was apt to be charged with CO2 and 
other acids to some extent. As it is unlimited in amount, this might 
end by neutralizing the alkaline qualities of the concrete, upon which 
its protective properties depend, and then the steel would go. While 
this still seems possible, if it were to do over again, and especially in 
view of the success of the drain in lowering the ground water, the 
grillages and bases would be put below the basement floor, surrounded 
and filled with a rich and wet concrete, with possibly a little lime 
added to insure a good excess of alkali. For an important building of 
this sort, however, steps would also be taken to render the protecting 
concrete as impervious as possible, even to the extent of putting a 
layer of waterproofing beneath it and all around it. 

It will be noted from the photographs that the grillages are really 
stifl'ened built-up bases. They were designed to transmit the pressure 
to the top of the concrete foundations with a pressure of 20 tons per 
square foot with the building fully loaded. It was originally intended 
that these grillages should be riveted together, but it was found 
impossible to keep them flat so they were assembled by bolting. The 
concrete foundations were finished with a screeded coat of cement 
mortar on top of the waterproofing. This screeded surface was kept at 
such a level that there would be a joint of about one-half inch between 
the cast column base and the top grillage. The grillages were adjusted 
very accurately in both horizontal directions, but were simply set down 
on the foundation without any attempt at accurate leveling; the only 
precaution taken was to see that they had a fair bearing. The space 



APPENDIX A A A TECHNICAL DETAILS. 3829 

at the ends of the beams was then closed with 4 inches of brickwork, 
and all interior space filled with concrete. When it came to setting 
the cast-iron column bases proper on top of the grilhiges, the}^ were 
adjusted horizontal!}^ and also leveled on wedges with extreme accuracy. 
As they were bolted to the top grillages it was possible to hold them 
rigidly down on the wedges. After they were adjusted, the joint 
between the base and the top of the grillage was calked with Portland 
cement mortar, mixed 1 cement and 2 sand. For filling a bed joint of 
considerable extent, calking from the edge is far better than grouting 
or any other method in common use. Grout forms air bubbles, and 
the cement and sand often separate, even where the joint is filled. 
Spreading the mortar beforehand and lowering a large stone or base 
into it is ver}" uncertain in its results. B}^ using tools of proper thick- 
ness for calking, the mortar can be driven into ever}^ crevice and crack, 
so that the joint is filled solid. The photograph submitted herewith, 
marked No. 67, illustrates this process, and also the tools used for 
calking. A number of bases were lifted after they were calked to 
determine the efiicienc}^ of the method. It was found that even where 
:he joint diminished to one-sixteenth inch in thickness, due to irregu- 
larities, the calking had forced good hard dense mortar into it. The 
writer first used this method in bedding base rings for gun carriages 
"n Boston Harbor, and has since used it for all similar work, and for 
bedding cut stones of considerable size. He has taken up a good deal 
3f grouted work and has 3"et to find a realh^ perfect grouted bed joint, 
talking adds somewhat to the cost, possibly as much as 3 or 4 cents 
per cubic foot in the case of the cut stone; but it produces absolutely 
■;olid work, and the joints get marvelous^ hard when put in in this 
svay. 

The bases were leveled with such extreme care, in order that no 
_uestion could arise in case the steel work did not fit properly. The 
cost of engineering, i. e., the time of an assistant engineer and his 
assistants in setting the bases true, amounted to $1.15 for each base set. 

The general design of the building included a complete steel frame 
for carrying all floor and roof loads; the walls were to be self-supporting, 
from the foundations up. 

This plan was adopted for several reasons: It made a sufficient thick- 
ness for architectural effect possible without increasing the weight of 
steel; the walls were abundantly able to support themselves in an}^ 
event, and it was considered that the}^ would be in better condition to 
resist fire if they contained as few steel members as possible. It is 
much to be doul)ted whether the typical steel skeleton building, carry- 
ing its walls on its frame, story b}^ stor}^ is in as good shape to resist 
fire, especially a surrounding conflagration, as a building with homo- 
geneous self-supporting walls. If the weight of brickwork be assumed 
at 125 pounds per cubic foot, and its safe compressive stress at 20 
tons per square foot (which is not too much for good bricks well laid 
in Portland cement and sand), a wall 320 feet high and of uniform 
thickness is safe against crushing under its own weight. If well 
anchored to a good steel frame, it is safe also against buckling. If the 
wall is carried on the steel frame, the thickness is necessarily reduced 
to a minimum to save weight. This involves rather scanty protec- 
tion for the girders and beams carrying it, and a conflagration, such as 
that at Baltimore, may result in serious damage. The spandrel beams 
carrying the rear court walls of the Continental Trust building, in Bal- 



B830 REPOBT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

timore, all failed. There were some naked cast-iron mullions in the 
window openings, whose expansion undoubtedly assisted in this fail- 
ure. But, in the judgment of the writer, they were not the sole cause; 
the fire stripped off the scanty covering of the spandrel beams, and 
would have warped and twisted them in any event. The great advan- 
tage of a wall carried on the frame is that work can be carried on ini 
a number of stories simultaneous^; but this reason should never be*, 
allowed to determine the type of a permanent Government building. 
The time saved may be worth the fire risk and other objections in a 
commercial building, but time is not worth so much to the Govern- 
ment. There is, however, one part of every building that should be 
carried partially on the frame — that is, the few feet of wall immedi- 
ately below its junction with the roof. In the case of the new building 
for the Government Printing Office, if the wall above the main cor- 
nice had been carried on the frame it could have been built as soon as 
the steel was in place, and the roof could then have been completed 
once for all. When the main walls reached this point, the steel mem- 
bers carrying the upper part could have been buried deep in the mass 
of masonr}^ constituting the main cornice. Had this been done it 
would have effected a material saving in both time and money at the 
new building for the Government Printing Office. 

The w^alls at the new building for the Government Printing Office 
were built of red bricks, trimmed w4th red sandstone from the May- 
nard quarry, near Longmeadow, Mass. The outer face bricks are 
handmade sand-mole bricks. The inner faces of the walls are finished 
with white enameled bricks to a height of about 6 feet 6 inches above 
each floor; above that, with a vitrified light-gray brick, made of fire 
clay, and almost white. This latter brick was also used for lining the 
interior court. The stairway halls and elevator walls were lined 
entirely with enameled bricks. All of the face bricks, except the 
enameled, were thinner than the common bricks used to back them up. 
It was out of the question to bond them course hy course. The 
method actually adopted was to use a rather heavy mortar joint for 
the backing-up bricks — which is conducive to economy in laying — and 
a fairly close one for the face bricks. In this way, six courses of 
common bricks came out level with seven courses of face bricks. At 
every such point a header course of face bricks was put in. 

It is a ver}^ common practice in this country to lay face bricks all as 
stretchers, without other bond than iron ties, or clipping off corners 
here and there so as to insert the corner of a brick from the backing 
into the veneer of face work. The Baltimore fire proved very con- 
clusively that the metal ties are worthless; it stripped off work bonded 
in this way in large areas. While the writer knows of no similar dem- 
onstration of the worthlessness of the other device, he thinks it needs 
none. The only way to bond brickwork is to bond it — i. e., by the use 
of real full headers, used in sufficient numbers to make the wall act as 
a homogeneous unit. 

If headers, properly used, are objected to on artistic grounds, there 
is something wrong with the artistic standard by which they are judged. 
Architects should not adopt designs which are inconsistent with good 
work. If they would insist upon a full bond, the brickmakers would 
very soon produce face bricks and common bricks of such thickness 
that they could be bonded, course by course, with a close joint for the 
face bricks and an economically heavy one for the common bricks. 



APPENDIX A A A TECHNICAL DETAILS. 8831 

There have been numerous cases where a veneer of face bricks, not 
properl}^ bonded, was being slowly detached from the wall by the 
weather, which is another good argument in favor of proper bonding. 

The brickwork at the Government Printing Office was all laid in Port- 
land cement and sand, mixed 1 to 3. Many bricklayers claim that they 
will lay so many more bricks in mortar mixed 1 cement to 2 sand that it 
will pay to use it even though the 1 to 3 mortar is strong enough. To 
test this, the mortar was changed from 1 to 3 to 1 to 2 and back again a 
number of times without the knowledge of the men. A daily record 
was kept of all work done, and this showed that if there was any differ- 
ence it was in favor of the 1 to 3 mortar rather than the 1 to 2. It is 
needless to say that 1 to 3 was used everywhere after this experience. 
For the face work, however, the masons were allowed to have a little 
lime in the mortar to make it work smooth and to facilitate striking 
the exposed edges of the joints. The lime was added in the form of a 
very thin, well -slaked paste, the volume of such paste being about one- 
fourth that of the cement in a batch. 

In laying the bricks, the masons were required to spread the mortar 
for each brick, and then shove the brick into place, so as to squeeze 
the mortar up and fill all vertical joints. This is the only way to get 
realty solid work. If mortar is spread for a large part of a course and 

S.e ijricks simpty set in it, and then if the course is slushed with 
ortar just stiff" enough to be handled with a trowel, the result is 
about as good. Grouting sometimes produces good results if it is 
done for each course separately, but if allowed, it is apt to be done for 
several courses at once, which are laid up nearly dry and then grouted. 
There are sure to be unfilled joints in this case, and the grout is apt to 
be so thin that the water separates the cement from the sand. 

The minimum joint for face bricks was taken at one-fourth inch. 
No brick, no matter how perfect, can be laid with full joints at reason- 
able expense, unless the joint is at least one-fourth inch thick. This 
is thin enough for any desirable architectural effect; three-eights inch 
is just as good inmost places, and is much better from the point of 
view of good work. Face bricks laid with one-fourth inch joints can 
not be shoved; the vertical side or end of the brick must be ''buttered," 
and the main point is to see that this is done so that the entire vertical 
joint is filled. The natural tendency of the mason is to butter only 
that part of the joint that appears on the face of the wall. In ordi- 
nary building work, the vertical joints are not filled, and practically no 
attempt is made to fill them. The edges appearing on the face of the 
wall are chinked up with a little mortar, and that is all. It is probable 
that three-fourths of the trouble of rain driving through a brick wall 
is due to this carelessness in laying the bricks and nothing else. 
Nearly all of the remaining trouble is due to the use of soft and under- 
burned bricks, where only hard ones should be allowed. There is an 
occasional case where a very violent storm may drive moisture through 
a really good brick wall, but if it were not for inferior materials and 
workmanship no one would ever have furred a brick wall to prevent 
the outer dampness from showing through. 

The red bricks made in the vicinity of Washington show a good 
deal of efflorescence, especially when laid in cement. To prevent this, 
as far as possible, the outer faces of all walls finished in red brick, all 
exposed stone work, and all terra-cotta work, were treated with paraffin 
by the Caffall process, which consists in heating the face of the wall with 



3832 EEPOET OF THE CHTEE OF ENGTNEEES, U. S. ARMY. 

a charcoal furnace, until it is dry and hot, and then applying a melted 
paraffin wax with a brush. The moisture has to be drawn out of the 
wall to a considerable depth, so the paraffin will strike in. If the wall 
does not absorb all that is left b}^ the brush, continued application of 
heat will drive it all in. When well done, it seems to render the face 
of the wall absolutely nonabsorbent. In a rain, the water pours down 
the exposed face in a continuous sheet. Efflorescence is almost entirely 
prevented, and incidentall}^, the walls of the building are warmer, 
because they practically absorb no moisture. 

The enameled and light-face bricks used on the inside of the new 
building for the Government Printing Office were adopted with a 
view to getting something more permanent than plaster, yet pleasing 
in appearance. Enameled bricks Avere not used above the dadoes, 
because of the disagreeable glare from their surface when placed 
much above the eye. They were used in the dadoes because of the 
ease of keeping them clean. Baltimore demonstrated that the}^ are a 
poor fire risk, for one bad fire hopelessly mars their appearance, even 
if it does not destroy their surface. They are ver}^ expensive, yet 
after a fire they are onl}^ common bricks. Even ordinary face bricks, 
if very hard and brittle, are apt to spall some in a fire. Were it to do 
over, it would be strongly recommended that the bricks on the inside 
of the new building for the Government Printing Office be of porous 
but hard-burned terra cotta, made solid, and of a specially tough and 
refractor}^ clay; that the walls be finished preferably with hard white- 
wash; otherwise with good plaster and enamel paint. These latter 
methods of finishing may not be quite so attractive, but they are just 
as good, and would result in much less loss in case of fire. Nothing 
but the whitewash in one case, or the plaster and paint in the 
other, would have to be renewed after even a severe fire; while if 
the appearance of the enameled bricks is to be preserved they would 
have to be wholly replaced at a greatl}^ increased cost. The light-face 
bricks used above the enameled bricks would be practically just as 
clean, fully as attractive, and much better, from a fire resisting stand- 
point, than the enameled bricks. It is probable that in minimizing 
loss in case of fire they would come between the porous terra-cotta 
bricks whitewashed and the same bricks with a plaster and paint finish. 
The light-face bricks would spall to some extent in a fire, but probably 
the spalled bricks could be replaced at less expense than the plaster 
and paint. The terra-cotta bricks would almost certainl}^ come through 
practically undamaged, even after several fires. Such bricks were 
actuall}^ used for fireproofing steel at the new building for the Gov- 
ernment Printing Office. This work will be described later. 

Shortly after the building was authorized, prices of materials and 
labor began to rise ver}^ rapidl}^ As the steel contract was one of the 
largest items, it was determined to secure the maximum economy in 
its design. It had been determined that a live load of 300 pounds per 
square foot on every floor should be provided for, and some rather care- 
ful calculations indicated that the total dead load could be kept within 
a limit of 125 pounds per square foot. It is quite certain that con- 
siderable areas of floor space in the new building will be loaded with 
a live load of fully 300 pounds per square foot. But whenever this 
occurs, the load will be absolutely quiescent, being due to storage only. 
Where the live load is a vibrating one, it will not exceed in actual weight 
100 to 125 pounds per square foot. Under these circumstances, it was 



APPENDIX A A A — TECHNICAL DETAILS. 3883 

thought justifiable to use an unusually high unit strain in designing 
the steel work, provided a high qualit}^ of materials and workmanship 
were exacted. It was calculated that the saving in metal would more 
than offset an}^ extra unit cost of materials and workmanship. 

The chemical and ph^^sical qualities of the steel were covered by the 
following paragraphs, taken from the specifications: 

QUALITY OF STEEL. 

46. All steel must be made by either the acid or basic open-hearth process. A chem- 
ical analysis must be made of each melt. Steel made by the basic process must not 
contain more than 0.05 ])er cent of sulphur or 0.05 per cent of phosphorus. Acid steel 
must not contain more than 0.05 per cent of sulphur or 0.08 per cent of phosphorus. 
All steel must be uniform in character for each specified kind. 

PHYSICAL PROPERTIES. 

47. The tensile strength, limit of elasticity and ductility, shall be determined from 
standard test pieces of at least one-half square inch cross section, cut from finished 
material representing every melt. All steel, excepting that for rivets, must show, 
when tested as above, an ultimate strength of from 63,000 to 70,000 pounds, an elastic 
limit not less than 55 per cent of the ultimate strength, and an elongation in 8 inches 
of not less than 22 per cent. Rivet steel must show, under the same conditions, an 
ultimate strength of from 52,000 to 60,000 pounds per square inch, an elastic limit 
of not less than 55 per cent of its ultimate strength, and an elongation in 8 inches 
of not less than 26 per cent. All broken samples must show a silky fracture of uni- 
form color. 

48. The medium steel above specified must stand bending 180 degrees around a 
1-inch pin, either cold, hot, or after being heated to a cherry red and cooled in water 
at 60° F., without cracking on the convex surface. Rivet steel must stand bending 
double to close contract, without sign of fracture on the convex surface. Punched 
rivet holes in medium steel, pitched two diameters from a sheared edge, must stand 
drifting until their diameters are increased by 40 per cent v/ithout cracking the metal. 

In the matter of workmanship, the chief and only unusual require- 
ment of the specifications was that all rivet holes should be punched 
small, and then reamed to full size, with all pieces assembled together, 
and that the reamed holes must be true and cylindrical and at right 
'angles to the pieces through which the}^ passed. All other require- 
ments as to workmanship were onl}^ such as are found in all specifica- 
tions calling for high-class work. But a S37^stem of inspection was 
adopted to secure compliance with all these requirements, and that is 
not usual in building construction. Specifications require that rivet 
holes shall match, that columns shall have a fair bearing at their ends, 
etc. As a matter of fact, in commercial fireproof-building work, the 
owners are rarely willing to pa}^ for the inspection that is needed 
to enforce these provisions; often the contractor has a speculative 
interest in the building, and of course inspection is a mere empty 
form in such a case. Even where an inspector is emplo3^ed, he is 
often a man who does not realize the serious nature of even slight 
inaccuracies at certain points. Thus only a trained engineer would be 
apt to know that if a column made up of two 15-inch channels back to 
back is faced off obliquely so as to bear on only one side and be open, 
say one-eighth inch on the other, the eccentricity of loading thereby 
produced is liable to produce a fiber stress, due to bending, of over 
25,000 pounds per square inch in addition to the direct stress when 
the column is fully loaded. Such inaccuracies as this are very common, 
and much more serious ones are not hard to find. The result is that 
the splice plates really transmit the column loads, with stresses in the 
rivets very near their ultimate strength, and field connections often 



3834 REPOET 0¥ THE CHIEF OF ENGINEEES, U. S. AEMY. 

match so badly that not more than 25 per cent of the rivets or bolt 
can be assumed to be in bearing at once. The factor of safety in th( 
workmanship is far below that in the design and the assumed unit 
stresses. This is certainly not economical, and it was determined at 
the Printing Office to bring up the workmanship at the expense of the 
materials. A trained engineer who had been engaged on the design 
of the steel work was put in the field as inspector, and he did his work 
thoroughly. It is probably safe to say that every column in the 
building has a fair bearing where the splice plates are not as strong 
the column; that no bolts or rivets were omitted; that all are full size; 
that practically all of the bolts and rivets in any connection are ir 
simultaneous bearing; that every rivet hole is sufficiently true anc 
well matched to insure a full bearing of the rivet in every membe] 
perforated by the hole. There ought to be nothing remarkable in al 
this, but there is; the economy of good workmanship is a thing not 
realized in the building trades in this country, and the average build 
ing is much safer than necessary in some respects, while almost dan 
gerously weak in others. There were a good many instances of defect 
ive work in the steel as delivered at the Printing Office, but not as 
many as might have been expected. They were sufficiently numerous 
to take the contractors greatly by surprise, however, which is a suf 
ficient indication of the lack of inspection on current work. The con 
tractors faithfully corrected all the defects very promptly at an addec 
cost to themselves, as nearly as it could be estimated, of possibly ^' 
per ton. Had they realized beforehand how many defects there woulc 
be, they could have avoided them in the shop at probably less thai 
half that cost. The total unforeseen cost to the contractors of reallj 
fulfilling the specifications as to workmanship was not over $13,000 
The saving to the United States in steel, made possible by exacting 
such a careful workmanship, was nearly $60,000. Thus, even if the 
United States had paid the unforeseen cost the net saving would have 
been nearly $47,000. 

A great deal of time and study was given to the question of devis- 
ing connections which would be easy of execution in both shop and 
field, and which would at the same time cause the columns to be loaded 
either centrally or symmetricall}^ 

The column section made up of two channels, back to back, with 
cover plates or lattice bars, according to the load, was selected as 
standard. It was found that by using 15-inch channels it would be 
possible to dispense with cover plates on all wall columns with few 
exceptions. As most of these columns receive only the end of a 
girder at each floor the seat for this girder was riveted in between the 
channels, so as to load the columns centrally. In nearly every case 
where this type of connection could not be used, whether for wall col- 
umns or interior columns, the loading was symmetrical, and the ordi- 
nary form of bracket was used to receive girders and beams. In a 
few cases of nonsymmetrical loading allowance had to be made for 
bending strains due to eccentricity. In designing the columns all 
floors were assumed fully loaded. The following formula was used 
for columns from the fourth floor up: 

17,000 



i> = l. 



lljOOOr' 



APPENDIX A A A TECHNICAL DETAILS. 3835 

This is the form of Gordon's formula given in the Pencoyd Iron 
Works handbook, edition of 1898, page 270. In the second and third 
stories the numerator of the second term was increased to 18,000 and 
in the first stor}^ and basement to 20,000. This is the only allowance 
made anywhere for the improbabilit}^ of a full load in the building. 
Past experience with Gov^ernment buildings shows that the}^ are likely, 
in the end, to receive their full load, and it is not safe to go further 
than above indicated in the direction of reducing live loads or increas- 
ing unit strains in the lower columns. 

In designing girders and selecting rolled beams a unit strain of 
18,000 pounds per square inch was adopted as the maximum, the net 
section of plate girder flanges being used. All floor beams rest on 
shelf angle brackets riveted to the webs of the girders, and all girders 
are designed without stiff'eners, except at the ends. This added a small 
amount to the weights of the girders, but greatly simplified shopwork 
and erection. In other details not specially mentioned the usually 
accepted rules of good practice were followed. 

By using the high unit strains above stated the amount of steel was 
reduced by fully 800 tons. The contract w as let at prices which aver- 
age about 3.7 cents per pound, or 174: per ton, erected, with two coats 
of paint. This was a rather low figure at the time of letting the con- 
tract, and it is doubtful whether an}^ material reduction in the pound 
price would have occurred if the requirements as to quality of materials 
and workmanship had been such as to permit of the use of stock mater 
rials, punched holes, and ordinary workmanship. 

Although such a building as the new building for the Government 
Printing Office probably needs no provision against wind pressure 
when completed, it was deemed best to provide for it. By this means, 
even if the wind never strains the bracing, yet all vibrations due to 
machinery and any tendenc}^ to horizontal movement of any kind will 
be distributed throughout the entire structure, and more effectually 
absorbed by the greater mass thus made available. 

A wind pressure of 30 pounds per square foot was assumed all over 
the exposed faces of the building; it was impossible to secure the 
desired stiffness by rigid connections, for the main floor girders were 
so much heavier than the columns, and the inclination of the curve of 
mean fiber would be so considerable at the points of support with the 
girders fully loaded, that rigid connections would introduce dangerous 
bending strains in the columns. Inasmuch as the connections could 
not be made completely rigid, it was deemed best to deprive them of 
rigidity altogether and depend on the floor systems to secure the nec- 
essary stiffness. The stairway wells on G street and Jackson alley 
afforded an opportunit}^ to introduce diagonal bracing in north and 
south planes from the top to the bottom of the building. The venti* 
lating shafts carried up in the middle of the wings afforded similar 
opportunities for diagonal bracing in east and west planes. These 
systems of bracing afford vertically rigid reaction points for taking up 
any shear transmitted by the floor S3^stems, just as the quoin and miter 
posts do in a lock gate with horizontal ribs. Of course, in the com- 
pleted building the walls will assist in taking up shear parallel to them- 
selves, thus affording additional points of support to the floor systems, 
considered as stiffening girders. In considering the floors in this 
capacity it was assumed that the floor beams next to the wall carried 
all the tensile flange stress, while the system of arches between them 



3886 EEPORT OF THE CHIEF OF ENGINEERS, tJ. 8. ARMY. 

was regarded as a web, capable of merely resisting shear and compres- 
sion. Tiiis made it necessary to splice the top flanges of these floor 
beams by means of tie plates across the top flanges of the girders, as 
the connection of the beams to the girders was not quite strong enough 
to transmit the maximum tensile strain due to the assumed wind pres- 
sure. These plates were put in, and are doubtless a superfluous pre- 
caution ; but their cost was a trifling matter, and they certainly add 
immensely to the strength of the building against any and all hori- 
zontal forces. 

The diagonal bracing was all made stiff, and it was assumed that 
when one diagonal of a panel was in action the other must be, so that 
each was designed to carry only half the shear in its panel. In the 
stairway wells the girders necessary for carrying the floor beams and 
inclosing walls were utilized for wind struts. As the}^ had to be quite 
deep to carry their vertical loads, they were made double in the form 
of built-up channels and proportioned for the vertical loads only. It 
was found possible to attach the diagonals with connections sym- 
metrical about a point considerably below the neutral axis of these 
channel girders, so the compression due to strains in the diagonals 
will merely reverse part of the tension in the lower half of the girders 
without dangerously increasing the compression in the upper half. 

The selection of a suitable system of fireproofing for the floors, 
columns, and girders for the new building for the Government Print- 
ing Office was the most perplexing question presented in connection 
with the structural design. Electricity is the sole motive power of the 
Government Printing Office, and every machine requiring a consider- 
able fraction of a horsepower has its own motor. The character of the 
work changes so greatly that entirely new arrangements of both 
machinery and lights become necessary from time to time. This 
requires an exceedingl}^ flexible system of wiring for both light and 
power, and is a very important factor in the selection of the system of 
fireproofing. It must be possible to cut new holes in the floors when- 
ever and wherever necessary, in order to bring wires up to the motors, 
and this cutting must not, even after many years, impair the strength 
of the floor. It must equall}^ be possible to hang new lights from the 
ceiling, and, as the building is handsomely finished, it is necessary to 
avoid disfiguring both floor and ceiling by changes in the wiring. 

One feature of the steel frame suggested the general solution. The 
wings of the building are 68 feet wide in the clear, i. e. , this is the clear 
width of the room. It was considered necessary by the Public Printer to 
have but one row of interior columns in each wing. This made the span 
of the floor girders 34 feet, and, to carry the very heavy loads assumed, 
they had to be made nearly 3 feet deep. This depth was sufficient to 
carry both the floor construction and a separate ceiling beneath, with 
space enough between the two for a man to crawl and even work, 
with more or less freedom, in a recumbent position. It was deter- 
mined to adopt this construction and keep all horizontal electric cables 
and wires in this space, where they will be out of sight and protected 
in case of fire. All the wiring was done in the first instance after the 
floor construction was finished and before the ceiling was put in. Any 
subsequent changes will have to be made by men crawling in between 
the floor and the ceiling. Actual experience shows that this is not at 
all difficult, though it about doubles the labor cost. 



APPENDIX A A A TECHNICAL DETAILS. 3837 

It remained to select the tjq^es of construction for floor and ceiling. 
It was determined to make the floor proper thoroughl}^ fireproof, 
regardless of the ceiling. The various so-called fireproof floors in use 
at the present time in steel-frame buildings can all be classed under 
one of the following heads: 

First. Segmental brick arches, with or without protection for the 
lower flange of the beam. 

Second. Flat or segmental arches of dense or porous hollow tiles, 
usually with protecting slabs on the under side of the beam, engaging 
the skewbacks. Sometimes the lower flange is protected only by 
plaster. 

Third. Composite floor lintels, made of steel bars, or mesh work in 
combination with Portland cement concrete; i. e., reinforced concrete. 

Fourth. Composite floor lintels, made of steel bars, or mesh work 
in combination with compositions the base of which is plaster of Paris. 

Of these t3^pes of floors the segmental brick arch, if combined with 
really adequate protection for the lower flanges of the floor beams 
and if made of highh^ refractory bricks, is ideal, so far as resistance 
to fire, water, and dead load are concerned. It is practically inde- 
structible, and for large unit loads it is no heavier than other forms of 
floor construction, with the same factor of safety. 

The hollow- tile floor in the form in which it usually finds its Avay 
into commercial buildings at the present time is very frail and unsat- 
isfactory. The material itself is usually refractory enough, but it is 
used in such a form that it fails mechanically under the stresses due 
to expansion and contraction when subjected to fire alone or to fire and 
water together. The manufacturers of holloAV tiles lay great stress on 
the fact that the tiles are usually made of rather refractory clay, and 
that they are subjected to an intense heat, suflScient to melt ordinary 
red bricks, in the process of manufacture. All this is perfectly true, 
yet the common red bricks, unless very poor indeed, are better for 
tireproofing than the tiles; the ordinary fire will not develop heat 
enough to melt the bricks, but it will develop enough to break the 
tiles. In the kilns the tiles are loosely piled, are free to expand, are 
gradually and uniformly heated, and as gradually cooled. In a struc- 
ture the tiles are rigidly built in, and only one face is exposed to the 
fire. The exposed web quickly becomes hot; it can not expand with- 
out breaking loose from the other webs, which are not exposed to the 
fire, but which are surrounded by dead-air spaces, and therefore 
remain comparatively cool. The result is that the exposed web almost 
invariably breaks ofi". The bricks being homogeneous, the change in 
temperature from point to point is very slight and the expansion 
strains correspondingly small; the brick is in better shape to resist 
them in any case. Even if a few spalls come loose from the exposed 
face of the brickwork no harm is done which can not be repaired by 
plaster, but if the tiles lose their exposed webs the}^ are a total loss. 

If hollow tile were made of porous terra cotta, with webs of such 
thickness (not less than li to 2 inches) that the entire variation in 
temperature could occur within this thickness, so as to have no sudden 
change at the junction of exposed and nonexposed webs, it is prob- 
able that they would stand almost as well as bricks, but they would be 
just as heavy, if not more so. The way to utilize the refractory qual- 
ities of the clay from which terra cotta is made is to use it in the form 



3838 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

of solid, well-burned bricks, made porous by the addition of sawdust to 
the clay before burning; in this form it would do to line kilns, a test 
which no hollow block would stand for a moment. - 

The hollow tiles used for column coverings, girder coverings, and 
partitions, in current practice, are even flimsier than those used for 
floor arches. In the conflagration at Baltimore the hollow tiles pro- 
tected the steel fairly well, but they themselves suffered a loss averag- 
ing at least 75 per cent. It is thought that this is hardly what one 
would call a thoroughly satisfactory fireproof material. The trouble 
with the hollow tiles is, that in response to an unreasoning demand for 
minimum first cost on the part of owners, and for lightness on the part of 
architects, the manufacturers have skinned them down to the extreme 
limit of thinness. The recent great conflagrations have all demonstrated 
that the limit of true economy has been passed in this direction, even for 
commercial buildings. By yielding to a demand for a debased produce 
the title makers have placed themselves in danger of being put out o: 
the market, for the consumer is apt to overlook the real reason for th( 
failure of the tiles. The hollow tile floor arch supplanted the brictf 
arch, not because it is in itself any better or even as good, but because 
it is lighter — affords a fiat ceiling without extra expense and gives 
some semblance of protection to the lower flanges of the beams. Th( 
brick arch, even with heavy protecting skewbacks, is cheaper than a 
hollow tile floor for ordinary beam spacing. But the only way to get 
a flat ceiling with the brick arch is b}^ the use of metal lathing, and 
this brings the total expense somewhat above that of a flat tile arch; 
there is a saving of about 25 or 30 pounds per square foot in weight 
due to the use of the hollow tile arch for ordinary floors, which reduces 
the amount of steel quite materially. But the hollow tile arch is not 
as strong as the solid brick arch, unless it is made as heavy or even 
heavier; it yields to fire much more easily than the brick and it is 
more easily damaged b}^ localized impact. The brick arch, with good 
protecting skewbacks for the beams, is undoubtedly superior, so far 
as eflSciency goes, to an}^ hollow tile arch ever built. The real reason 
for the great use made of hollow tiles in recent years is not a gain in 
efficiency, as the manufacturers claim, but a saving in money, and this 
at a serious sacrifice in efficiency. If a desire for efficiency had been 
the real motive, the segmental brick arch would have been retained 
with the addition of a protecting skewback. 

Of the various forms of reenforced concrete floor arches or slabs 
some are very good, some are very poor, and others occupy all inter- 
mediate positions between the two extremes. They have this merit, 
that if not properly built the}^ usually collapse at once or show danger- 
ous deflections, thus putting the onus and risk on the dishonest con- 
tractor instead of his client; whereas a hollow tile arch may be on the 
very verge of failure and give no warning at all; when the collapse 
comes it comes suddenly. When concrete is subjected to high tem- 
peratures the cement loses its water of crystallization and is materially 
weakened. This process is quite slow, however, and if a little surplus 
material is used over all exposed surfaces, a reenforced concrete struc- 
ture would come through a number of severe fires before it would 
have to be renewed. The same is true of concrete as applied for the 
protection of steel work and in partitions. 

The materials used for aggregate in concrete make a considerable 
difference in its fire-resisting qualities. Broken bricks and broken 



APPENDIX A A A TECHNICAL DETAILS. 3839 

slag are excellent; so are good clinkered cinders. Whether the pres- 
ence of a considerable amount of unburned coal in cinders is a great 
detriment from a lire-resisting point of view is still to be decided. At 
first blush it Avould seem that it is. Undoubtedly there may be enough 
of it to make the concrete actually combustible, and therefore worth- 
less. But in the Baltimore tire there was some cinder concrete in which 
bits of unburned coal had been actually burned out in the fire, and the 
concrete seemed as good as ever. It is probable that a segmental arch 
of good cinder concrete inclosing the lower flanges of the beams 
would be about as good as a solid brick arch. Gravel concrete is prob- 
ably a better fire resistant than stone concrete, for the reason that the 
natural process of subdivision, during ages of exposure, b}^ which 
stone is converted into gravel, is apt to split the stone through all air 
and moisture cavities, incipient cracks, and other loci of weakness, and 
thus eliminate them. When stone is broken in a crusher these spots 
which are weak under fire do not alwa3"s determine the planes of cleav- 
age. Consequently the small pieces of stone are subject to the same 
weaknesses as the large ones from which they came. 

The combinations of metal and plaster of Paris are light in weight, 
sound proof, poor conductors of heat, strong enough for light floor 
loads, and sufficientl}^ fire resisting to resist collapse during one hot 
fire. At the end the}^ would have to be renewed, just like commercial 
hollow tiles. Plaster of Paris calcines under moderate temperatures, 
and with such rapidity that it would be unsuitable for use in such a 
building as the Government Printing Oflace, even if it had the other 
necessary qualities. 

The relative efficiencies of various kinds of fireproofing can be 
readily determined by examining them with reference to the following 
[axioms: 

A good fireproof material should fulfill the following conditions: 

1. It must be incombustible, and refractory under temperatures at 
least as high as 2,000^ F. 

2. It must undergo no molecular change under prolonged heat that 
ill impair its strength or fire-resisting qualities. 

3. It must resist disintegration by water even when hot. 

4. It must be capable of application in such shape that it will have 
mechanical strength to resist not only the blows and rough usage to 
which it is liable to be subjected, but also the stresses induced by its 
own unequal expansion and contraction when heated in a fire, and sub- 
jected to streams from fire hose. 

5. It must be a reasonably poor conductor of heat. 

6. It should protect the steel absolutely from damage, and suffer no 
appreciable damage itself, in not onl}^ one, but at least ^ye or six 
severe fires. In other words, it must be such in both material and 
design that the cost of restoring it after a fire will be insignificant. 
This has no reference to any finish, such as plaster, paint, etc., which 
may be applied over the fireproofing; the fireproofing could not be 
expected to save these. 

The only material that can be said to fulfill all of the above condi- 
tions is brickwork, made of porous terra cotta from unusually refrac- 
tory clays or possibly good clinker concrete. There is at least one 
Portland cement manufactory in this country where the rotary kilns 
are lined with concrete blocks made from neat cement and cement 
clinker, and the owners claim it is cheaper in the end than any fire- 



3840 REPORT OF THE CHIEF OF ENGIITEERS, U. S. ARMY. 

brick they can buy, which means that its heat-resisting qualities are 
of the highest order. Ordinary brickwork, concrete, hollow tiles, and 
plaster of Paris all meet some of the requirements laid down above to 
a greater or less degree. But if every system of fireproofing were 
carefully examined in the light of these requirements, giving due 
weight to first cost, interest, depreciation, etc. , many of those now 
in common use would disappear, and among them would be all of the 
cheapest ones. 

So far as weight-carrying capacity, convenience of drilling cable 
holes, and fire-resisting qualities are concerned, a segmental brick 
arch, or a good gravel, brick, slag, or cinder concrete arch, not depend- 
ing for its strength upon embedded metal, would be well adapted for 
use in the new building for the Government Printing Ofiice, and a 
heavy, hollow tile floor, made of porous tiles with webs 2 inches thick, 
would do. Of course, adequate protection for the lower flanges is 
assumed. 

The commercial forms of hollow tile floors can not be drilled with- 
out destroying at least one entire tile, and all forms of concrete con- 
struction, with embedded metal, are open to the objection that drilled 
holes would often strike strands or bars of metal which would prob- 
ably be cut. This, in the end, w^ould detract seriously from the 
strength of the floors. So far as facility of repairs is concerned, 
where a hole is to be abandoned, the solid segmental arch of brick or 
concrete is the best of all, as it is onl}^ necessary to fill the hole with 
Portland cement mortar and the strength of the floor is fully restored. 

When bids were first invited for the fireproof construction, bidders 
were requested to submit their own plans to meet the conditions, 
which were fully stated. None of the forms of floor construction 
above described as really fireproof are in the market as such, and it 
was thought that possibly some of the forms that are in common use 
might be so modified as to be satisfactory, and cost less than any spe- 
cial construction specified by this ofiice. The result was more or less 
disappointing; verj^ few of the bidders showed any disposition to mod- 
ify their usual t3^pes of construction, and several of them made a very 
determined fight to force their systems into the building, unchanged, 
for the sake of the apparent official indorsement that would result 
therefrom. This ended in the rejection of all bids. One of the com- 
peting firms, however, showed a willingness to make and furnish solid 
bricks of porous terra cotta at a reasonable price. It was then deter- 
mined to invite bids on definite plans and specifications, based on the 
use of these bricks for floor arches, and for column and girder cov- 
ering. 

In connection with the floor arches a very heav}^ skewback was 
designed having protecting flanges li inches thick. These are made 
specially for this work; the protecting flanges are very heavy and 
strong, and meet, with a small mortar joint, under the beam. The 
beam protection is the weakest point of this design, as in all others, 
but it is so much more substantial than any of the forms commonly 
used that it is probably fair to call it fireproof and not merely fire 
resisting; at any rate, a mere fire-hose stream has not sufficient force 
to bring it down unless accompanied by prolonged and ver}^ intense 
heat. 

The lower flanges or girders are covered with shoes of the ordinary 



APPENDIX A A A TECHNICAL DETAILS. 3841 

form, made in two pieces, meeting under the girder; but they are much 
heavier than those ordinarily used, being solid and about 2^ inches 
thick. They are filled with mortar and squeezed on, so as to have a 
solid bearing, and are then wrapped all around with wire lathing and 
plastered with Portland cement mortar. On top of the shoes, on either 
side of the girder, is built a 4-inch brick wall of the same bricks that 
are used for floor arches. The wire lathing is applied before the 4-inch 
walls are built. They thus serve to hold the lathing firmly in posi- 
tion. By this means it is hoped to delay the falling of the girder 
shoes, even if they should be cracked by the fire and water. But they 
are so thick and tough and strong that no ordinary application of tire 
and water will affect them. The 4-inch walls on the sides of the girder 
are carried to the top flange before the floor arches are built. The 
latter are then built, abutting at their ends against the upper part of 
the 4-inch walls, thus bracing them securely in position. 

The columns are covered with 4 inches of porous terra-cotta brick- 
work, built around them. The inside of the column and all space 
between it and the fireproofing are filled solid with Portland cement 
concrete. 

This makes an exceedingly strong and solid construction, protects 
the inner surfaces from corrosion, adds immensely to the stiffness of 
the column, and, therefore, to its strength, and, it is believed, will 
thoroughly protect the columns in any possible fire. 

Many columns are covered by the brickwork of walls and interior 
partitions, instead of the porous terra-cotta bricks, and even those 
that are covered with the latter have a dado of enameled bricks at the 
base in each story; but all the bricks used in the building are made of 
more than ordinarily refractory cla}^ and it is safe to say that the col- 
umn protection everywhere is the most perfect part of the entire fire- 
proof system of the new building for the Government Printing Oflice. 

The ceilings are supported by 3-inch I beams framed into the gird- 
ers below the floor beams. The floor beams were originally 12-inch 
I beams about 6 feet apart. The ceiling beams were spaced about 3 
feet apart and low enough to enable a man to crawl into the space 
between each pair of floor beams on top of the ceiling, provided a 
segmental arch or some form of concrete system were used for the 
floors. This would have necessitated framing a manhole in the ceiling 
between each pair of floor beams. When bids were opened for the 
steel and fireproof construction, it became evident that it would be 
better to use 8-inch floor beams only 3 feet apart. These, with 4-inch 
segmental auches, would form such a shallow floor construction that 
there would be room for a man to crawl from bay to bay between the 
floor and ceiling beams, with a space 18 inches deep under the crown 
of the arch. This plan dispensed with 60 per cent of the manholes, 
the framing for which was very expensive. It was much more nearly 
suited to the requirements of the Printing Office. It added several 
hundred tons to the weight of the floor beams, but the extra cost of 
these was largely counterbalanced by the saving in manholes, and it 
was adopted. 

It was desirable to limit the thickness of the ceiling construction to 
about 2i inches. It was not considered safe to trust terra-cotta slabs 
over a span of 3 feet, and it was desired to limit the amount of auxil- 
iary steel to the least possible weight, so it was finally decided to use 

ENQ 1904 241 



1 

•m 



3842 REPORT OF THE OHIEF OF ENGINEERS, TJ. S. ARMY. 

slabs made of Portland cement mortar, strengthened by small steel 
bars and supported at intervals of 2 feet by light T irons laid on the 
lower flanges of the 3-inch I beams. The slabs are supported at such 
a level that the upper half of the 3-inch beams will be exposed an' 
available for carrying insulators. The tie-rods of the floor arches ar 
exposed above the ceiling and will likewise be available for stringing 
wires. Indeed, it was more for this purpose than any other tha 
they were put in, for the side walls of the building are abundant! 
able to resist the thrust of the end floor arches of each bay. Hole, 
have been punched through the webs of the girders at suitable point 
enameled iron pipes passing through these holes and built in with th 
girder covering afford passage for wires and cables from bay to ba 
between girders, so that all the wiring is concealed and protected, yet 
accessible for repairs and changes. The small holes that have to be 
drilled in the ceiling slabs for hanging lights can easily be worked 
around the embedded bars, and they can be neatly cut in the concrete. 
The ceilings and girder coverings exposed below them, as well as the 
columns above the enameled brick dadoes, were finished with ordinary 
plaster. 

The above description applies to those parts of the main floors that are 
used for the ordinary operations of the office. There are other places 
where brick arches would have been very difficult to put in because of 
irregular framing, or where it was desired to have a sloping grade for 
the finished floor, though the supporting steel work is level. Such 
places are the roof, the stairways, the pavements over the interior 
court, the driveway, and the plate vault. For all of these a reenf orced 
concrete floor system is well adapted, because irregular framing does 
not affect it, and it can be stilted up on the beams so as to have any 
desired slope without materially adding to the dead load, as would be 
the case with brick arches and a concrete filling above, increasing in 
thickness to suit the grade. 

Moreover, wherever such conditions exist in the new building for 
the Government Printing Office no drilling will be required. This 
type of construction was accordingly adopted for the places mentioned 
above. Stone concrete was used where strength is the first requisite, 
and brick concrete where strength is of secondary importance, because 
brick concrete will resist fire better than stone, and is lighter. 

At the second opening of bids for fireproof construction the lowest 
bidder was the Fawcett Ventilated Fireproof Building Company (Lim- 
ited), the same firm that displayed a disposition to make and use the 
porous terra-cotta bricks before. They have a very refractory clay, 
which makes the strongest and toughest porous terra cotta the writer 
has ever seen. 

Some of the bidders who participated in the first opening of bids 
were apparently dissatisfied at the rejection of their plans and declined 
to bid a second time. But quite a number did bid the second time, and 
one of these, the Koebling Construction Company of New York, sub- 
mitted an alternative plan of decided merit, involving the use of pro- 
tecting terra-cotta skewbacks with segmental arches of cinder concrete 
sprung between them for the floor systems. Had this bid been the 
lowest it would have received very serious consideration and would 
probably have been recommended for acceptance. 

A sheet of typical fireproof details is submitted herewith, showing 
the work as it was actually done. 



APPENDIX A A A TECHNICAL DETAILS. 3843 

Had the concrete filling for the columns been decided upon in the 
beginning they would have been designed in simple compression, with 
a liber stress of at least 18,000 pounds, and probably 20,000 pounds, per 
square inch, because of the stiffening effect of the covering and tilling. 

It is thought that it can be claimed for the system of fireprooting at 
the Government Printing Office that the columns, the most vital mem- 
bers of the frame, are absolutely secure against fire; the girders are 
very nearly so, and the beams sufficiently so. Indeed, it would take a 
more severe fire than any that has 3^et occurred to do the main steel 
members any serious damage. With the ceilings the case is different; 
they will resist a fairly severe fire, yet a ver}^ severe one might bring 
them down, because of their lightness. 

It takes mass to resist a fire, and that was the trouble with most of 
the so-called fireproof buildings in Baltimore; they had not mass 
enough, and suffered an average damage of at least 70 per cent to the 
buildings and of 100 per cent to their contents. 

It was felt that the importance of the ceilings at the new building 
for the Government Printing Office did not justify a much heavier 
and more expensive construction ; but if it were to do over, the ceiling 
would be built in place, as a floor, in advance of the floor arches above. 
The floor arches would then be built, removing the centering for all 
but the last arch in a bay by shifting it sidewise, and that for the last 
arch through one of the ceiling manholes. The ceiling would also be 
made a little heavier, and very smooth underneath, so as to require 
only a skin coat of plaster to finish it. 

Viewing the matter in the light of the recent development of reen- 
forced concrete, it is not certain that it might not be possible now to 
build such a structure as the new building for the Government Print- 
ing Office with no steel members at all, except columns, with a con- 
siderable saving in mone}^ and an increase in rigidity. It is quite 
certain that both floor and ceiling beams could be entirely omitted, a 
slab of reenforced concrete being used in each case to span the open- 
ing between the girders. 

The principal objection to reenforced concrete, as it is at present 
applied, is that there is not a sufficient thickness of concrete below the 
reenf orcement for adequate fire protection. This could readily be cor- 
rected, however, in a building like the new building for the Govern- 
ment Printing Office, where a saving of a few cents per square yard 
is entirely secondary to efficiency in use. 

The roof of the building was made of reenforced concrete slabs, sup- 
ported by steel roof beams. It was finished with flat vitrified tiles, 
laid on a base of Neuchatel asphalt mastic. The mastic was applied 
in two coats, with a layer of fine wire netting between to serve as a 
bond. Each tile was stuck fast to the mastic with a spoonful of bitu- 
minous cement, and then the entire roof was grouted with Portland 
cement. The inclination of the roof is about 1 on 7. This is rather 
steep for tiles on an asphalt base. They were adopted only under a five- 
year guaranty. If it were to do over, the roof would be made much 
flatter, giving it only slope enough to shed the water. Under such 
conditions the tiles on an asphalt base seem to afford the best and most 
durable roof available under both ordinary conditions of use and 
exposure to fire. At the Printing Office the contractor has had some 
trouble, due to contraction cracks, but it has amounted to very little. 
His work is a noteworthy example of unusual skill in handling asphalt 



3844 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

mastic. To make a mixture which would not flow in hot weather and 
would not crack in cold weather, on such a slope, was no easy matter. 
Most of the cracks have occurred over the expansion joints on the 
center lines of the roof girders in the concrete roof construction. At 
these points the mastic had to be specially prepared for flexibility, and 
reenforced with two layers of the wire mesh. It is also the intention 
of the contractor, as soon as the loci of general contraction cracks 
shall be disclosed by natural processes, to put in at such points expan- 
sion joints made of a copper roll, with wings embedded /in the mastic 
on either side. The exposed surface is so great that it is unreasonable 
to expect it to stand permanently without some such subdivision. 

The ornamental terra cotta in the new Printing Office building was 
all filled solid with concrete; where it projected considerably, as in the 
main cornice, it was thoroughly tied back with steel anchors. All 
ornamental terra cotta is built up of relatively thin webs like hollow 
tiles, except that it is built up by hand instead of being forced through 
a die. It could not be successfully burned if it were solid. In the 
Baltimore fire the ornamental terra cotta spalled rather badly and suf- 
fered serious damage. It is probable that, if filled with concrete, the 
terra cotta would act more like a homogeneous material, and be less 
apt to crack or spall. This is not certain, however, and in the event 
of a conflagration considerable damage to ornamental terra cotta is 
probably inevitable. The Baltimore fire also demonstrated, beyond 
question, that no building stone can stand in a fire without serious 
damage. The only material available for the exterior walls which can 
be considered really fireproof is brickwork. Important buildings 
must have some architectural treatment, however, so it is not practi- 
cable to do away with stone and terra cotta altogether. Stone suflers 
more than terra cotta. Stories above the second usually fare the worst 
in a conflagration. Hence stone should be used, if at all, in the lower 
parts of the building, and ver}^ sparingly above. Terra cotta should 
always be made with extra heavy webs, not less than 1^ inches thick, 
and more, if possible. 

Considering its situation, the new Printing Office building is not 
likely to have its exterior walls seriously damaged by fire; the stone 
and terra cotta are fairly well disposed to minimize such loss. 

Had the Baltimore fire occurred sooner some sort of fire-resisting 
shutter would have been devised for every exterior window, for it 
showed the great necessity for such protection. The windows are the 
weak spots in a conflagration, and some way should be devised to make 
them secure. The windows at the new Government Printing Office 
have cast-iron frames, with rolled steel parting strips; the sash are of 
wood, and they are glazed with ordinary plate and extra-heavy window 
glass. A fire in the collection of old buildings across Jackson alley 
would easily enter the new building by the windows. These old 
buildings constitute a fire trap and should be razed. This has been set 
forth in various reports. In the event of a conflagration on the south 
side of G street, with the wind right, the fire could enter the south 
side of the new building, unless very strenuous exertions were made 
to prevent it. A satisfactory fire shutter, however, is difficult to 
design. It must be light enough for one man to operate with com- 
parative ease; it must stop radiant heat; it should be a poor conductor 
of heat; it must be incombustible; it should retain its form at a high 
temperature without serious warping or twisting, even when unequally 



APPENDIX A A A TECHNICAL DETAILS. 3845 

heated. A tin-clad wooden shutter will stand for a time, but its life 
is limited. A steel plate warps more or less, and dangerously so if 
it has angle-iron stifl'eners; these stiffeners aggravate the trouble due 
to warping, because the}^ insure unequal heating. It would seem that 
a fairly thick steel plate, hung like a sash, in a frame with very deep 
rebates — say 4 or 5 inches, or even more — might be depended upon 
until it became red hot, and in itself a source of dangerous radiant 
heat. Certain compositions, having asbestos as a base, offer great 
promise in the direction of fire doors and shutters; they are fairly 
light; are ver}^ poor conductors of heat; can be made into slabs and 
worked like wood; are incombustible, and retain their rigidity under 
high temperatures. Rolling steel shutters look promising on first 
sight, but they are too frail to offer serious resistance to a very severe 
fire. The problem of a suitable fire shutter is a crying one at the 
present time; it is forcibly presented as a result of the Baltimore fire, 
but it still awaits solution, especiall}' where appearances are of impor- 
tance. 

Metal window frames should always be free to expand a little. 
Those at the Printing Oflice are not. Cast-iron window frames in the 
Baltimore and Ohio Railroad Company's office building at Baltimore 
apparent!}^ stood very well, so far as the main parts were concerned, 
but the beads were a total loss, due to expansion and twisting, and 
when it comes to fitting new sash it may be found that the frames 
themselves are no longer true. 

A satisfactor}^ fire-resisting window sash is still to be found; possi- 
bly the asbestos compositions above described ma}^ furnish the solution 
here, also. Metal sash are not entirely satisfactory. Whenever a 
good fire-resisting sash is found, all exterior windows in important 
■buildings should be glazed with wired glass, as an additional precau- 
Btion against the entrance of fire, and to hold it, at least, until the 
mhutters can be closed, if they are open. Window areas should be 
^kept as small as is consistent with reasonable light and ventilation; 
and the fire at Baltimore showed that light piers and muUions between 
windows should be avoided, as they are sure to be seriously damaged. 
All exposed salient corners should be rounded, where possible, to a 
radius of 2 or 3 inches; square corners show a decided tendency 
to spall off, even in brickwork, so as to present a rounded surface. 
This, no doubt, is due to the ease with which a sharp corner, exposed 
on both sides, becomes heated through. Rounded corners are especi- 
ally advantageous for the fireproofing of columns, etc. All salient 
angles on the interior of the new Printing Office, including column 
coverings, were built with bullnose bricks. This was done rather to 
protect them from blows, however, for its importance in fire resistance 
was not foreseen at the time. 

All of the door frames used throughout the new building for the 
Government Printing Office are of cast iron. The executive office 
doors are made of mahogany, but all the others are made of a material 
known as alignum, which is one of the asbestos compositions described 
above. This material can be worked like wood, but will not receive 
or hold such sharp edges as wood. It holds nails and screws very 
well — about one-half as well as wood. It is a little heavier than oak. 
For doors of moderate size, it can be hung with standard hardware, 
just as wooden doors. At the Printing Office, the doors are unusually 
heavy, and if it were to do over special hardware would be designed 



8846 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

for the alignum doors. They ^ave a good deal of trouble at first, due 
to loosening and pulling out of screws. They were finally hung suc- 
cessfully, but not until after they had been considerably reenforced 
locally. For heavy alignum doors, floor hinges should always be 
used. Alignum retains its shape and rigidity under very high tem- 
peratures, and unless the hardware fails, it ma}^ be confidently expected 
that the doors in the new building for the Government Printing 
Office will resist fire for quite a long time. The stairway wells are all' 
inclosed with brick walls, from top to bottom, with one pair of double 
swinging alignum doors, mounted on floor hinges, in each story. 
These doors are the only means of communication between the stair- 
way wells and the building. The passenger elevators are in the stair- 
way wells, and are inclosed by grille work. 

The openings into the freight-elevator shafts are provided with cast- 
iron frames and rolling steel shutters. Verticallj^ sliding doors of 
alignum would be better, from a fire-resisting point of view. Had the 
fire at Baltimore occurred sooner they might have been provided. 

The floors of all toilet rooms at the new building for the Govern- 
ment Printing Office were finished with white vitrified tiles; the floors 
of halls, corridors, and the engine room were finished with marble 
mosaic; those of the boiler room, pump room, and coal vault, with 
vitrified paving blocks; those of the power house, basement, and the 
loft with a cement pavement; the other floors everj^where were finished 
with hard maple blocks 2i by 12 by f inches in size, cut with interlocking 
grooves and projections on the sides and near the lower faces of the 
blocks. The fireproof flooi\s are first leveled up with concrete, which 
is finished with a screeded and troweled coat of mortar made of Port- 
land cement and sand. This coat must be finished with at least as much 
accuracy as the ordinary cement side\valk and should be applied before 
the concrete below begins to set. The mortar should be made of 
coarse, clean sand, and should be quite rich in cement. After the 
troweled coat has thoroughl}^ set, it is prepared by giving it one coat 
of bituminous varnish; the blocks of wood are then dipped so as to 
coat the lower side with hot bituminous mastic, and applied to the 
varnished concrete. Considerable care is required to la}^ them accu- 
rately; the work has to be outlined and a few guide blocks carefully 
set, first of all. It is rather slow work at best. The blocks at the 
Printing Office gave some trouble, due to absorption of moisture and 
swelling. When this happens, some of them will come up, in spite of 
everything; no mastic or concrete either will stand the strain. The 
bituminous varnish and mastic used by the contractor at the Printing 
Office had a good deal of coal tar in them. There were indications 
that, in places, the varnish caused a sort of deterioration in the cement; 
there w^ere a good many blocks which came loose, with a skin of mortar 
on the under side. In all cases the cement had parted at the limit of 
penetration of the varnish. The writer knows from personal observa- 
tion that in many cases the cement had set up in a perfectly satisfac- 
tory and normal manner, and was as hard as granite before the varnish 
was applied. Yet some of the blocks came up with a layer of this same 
mortar on them, just the same. As coal tar contains a certain per- 
centage of acetic and other acids, it is thought that the varnish used 
should contain onl}^ asphaltic bitumen, or else that it should be cer- 
tainly freed of acids. The varnish is necessary to enable the mastic to 
adhere firmly to the concrete; and a small percentage of acid in the 



APPENDIX A A A TECHNICAL DETAILS. 3847 

varnish might be harmful, owing to its absorption by the masonry, 
while the same percentage of acid in the mastic might be perfectly 
harmless. The trouble at the Printing Office was not general at all; 
the blocks were probably a little too dry when first put down, and to 
this cause may be ascribed nine-tenths of all the trouble that did occur. 
After a few troublesome areas had been relaid — some of them twice — 
the floor apparently reached a state of equilibrum, and has given no 
trouble. 

In this type of floor, as in tile floors, a few loose blocks are to be 
expected from time to time. Resetting such blocks on a small scale 
is one of the legitimate items of maintenance. The great advantages 
of the floor are its absolute solidity, its noiselessness, comfort to those 
standing and working on it, and econom}^ in repairs. Only the blocks 
that are actually worn need to be replaced — a great advantage over 
flooring in long strips. The block floor is also much more attractive 
than an ordinary floor of matched stuff. A wood-block floor always 
has to be planed after laying; it is impossible to set the blocks accur- 
ately enough to avoid this. It would be very desirable if the blocks 
in a floor of this character could be made impervious and nonabsorbent. 
A number of plans having this in view were tried at the Printing 
Office, but none were entirel}^ successful. 

The system of heating adopted at the new building for the Govern- 
ment Printing Office is the direct-indirect; coils were placed in pockets 
under the windows, with dampers for admitting fresh air, and baffle 
plates for deflecting it to the floor, whence it would have to rise 
through the coils. In the middle of each wing a row of vent shafts 
was build, there being ten in all. These are brick shafts, about 5 by 
12 feet in interior dimensions; they have floor and ceiling registers in 
each stor}^ and an exhaust fan, electrically driven, at the top. There 
are two special vent shafts, also, for the two sets of toilet rooms. The 
fans discharge through special ventilators, set above the roof; these 
ventilators have an inner and outer wall; the outer one consists of 
ordinary louvres; the inner one of a grating with horizontal bars, set 
about 3 inches iipart; they are covered by light canvas flaps, hung 
on the outside, one flap for each space between bars. They are 
weighted with rolls of canvas at their lower edges. These flaps close 
when the wind pressure exceeds that due to the fan. Otherwise they 
are open when the fan is running. The total discharge area of the 
four sides of the ventilator is equal to twice the area of the fan dis- 
charge, so that the wind can never reduce the work of the fan. The 
fans are driven by direct connected motors and are coupled up, elec- 
trically, in pairs, so that they can be run in series or in parallel; the 
motors were also specially selected to give a wide variation in speed 
by means of varying the field strength. The result is that the fans 
can be run at about any speed desired. 

The vent shafts were made considerably larger than would have 
been required for ventilation alone, as it was desired to utilize them 
for vertical runs of pipe and electric cables. They are provided with 
steel ladders, extending from top to bottom, and with ledges at half- 
story intervals upon which temporary platforms can be built. In the 
basement and the loft, the vent shafts can be entered through iron 
doors which close practically air tight. In other stories the ventilat- 
ing registers are the only openings into the shafts. It was assumed 
that the friction due to so many cables, pipes, ledges, and ladders, 



3848 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

together with the diagonal bracing described in connection with the 
steel work, would reduce the discharge of the fans b}^ as much as 50 
per cent. But some rather rough tests, based on the speed of the fans, 
and the power consumed, indicated that this friction loss was much 
overestimated and probably does not amount to more than half as 
much as was assumed. 

The toilet rooms for the new building for the Government Printing 
Office were all located in two general stacks, as indicated on the gen- 
eral plans. The house drains were all of cast iron below ground and 
of galvanized steel pipe with galvanized recessed drainage fittings above 
ground. All soil stacks were carried out through the roof. There was 
no separate ventilation of individual traps, except for isolated fixtures, 
but the dead ends of all horizontal waste pipes were connected with 
separate ventilating stacks, also carried out through the roof. This 
typical arrangement is indicated in the drawings submitted herewith. 
The fixtures were all selected for strength and simplicity. The closets 
are flushed by means of a valve, which is operated through a lever 
attached to the seats. The closets themselves are a very heavy pattern 
of wash-down closet, without concealed jets or other complications. 
They have a somewhat more shallow seal of water than a siphon jet 
closet, but it is sufficient, and their flushing properties are quite 
remarkable. 

The ceilings throughout the building are plastered, except in the 
basement, the loft, and the toilet rooms. In the latter the ceilings are 
the soffits of enameled brick segmental arches. The plastering was 
quite expensive. The spaces between the ceiling slabs had to be filled 
with plaster heavily gauged with plaster of Paris; then three coats 
of wall plaster were applied. This amounted, practicall}^, to four-coat 
work. The columns above the enameled brick dado were also plastered. 
The ceilings are high and required expensive scaffolding everywhere. 
In order to get good work it was necessar}^ to run the lower parts of the 
girders with a profile and straight edges, so that this work was equiv- 
alent to molded cornices. The first and second coats everywhere were 
of lime mortar heavily gauged with Portland cement, the idea being to 
secure a hard plaster. The lime used was a hydrated magnesian lime, 
sold under the trade name of ' ' Limoid. " This product is made by grind- 
ing the quicklime fairly fine, then mixing it by machinery in small lots 
with the amount of water necessar}^ to thoroughly slake it, with a suffi- 
cient excess to allow for the evaporation caused by the heat generated. 
As soon as the lime and water are thoroughly mixed there is a sudden 
increase of volume, accompanied with the usual evolution of heat. The 
product is dumped into bins and allowed to dr3^ It then consists of 
an impalpable powder, which is packed and sent out in sacks. It 
obviates the trouble, delay, and dirt due to slaking lime at the site of 
the work. The proportion of water is scientifically determined, and 
the proportion of free lime is kept below 1 per cent. Considering the 
time saved, hj^drated lime is economical when it can be obtained for 
not more than $8 per ton and ordinary lime costs as much as 60 cents 
per barrel of 200 pounds. Magnesian lime sets of itself, however, 
and is a little troublesome to handle until the mechanics get accustomed 
to it. Probably hydrated lime made from ordinary lime would be free 
from this objection. Limoid gave eminently satisfactory results at the 
Printing Office, where all the plastering was applied to masonry or to 
metal lathing. It shows a tendency to crack in the second coat. When 



APPENDIX A A A TECHNICAL DETAILS. 3849 

applied to wooden laths, however, and in all cases where plasterers are 
not used to it, it is better to make the white coat of ordinary lime 
because of the stiff working of magnesian lime. 

Finishing the columns at the Printing Office was also expensive, 
because of the rounded corners and the necessity of finishing quite 
accurately to maintain a general high class of workmanship. 

Had the ceilings been built in place, it is probable that a white skim 
coat would have been all that would have been required, and while the 
ceilings themselves might have cost a little more there would have 
been a very material saving in the end. A light ceiling made of sepa- 
rate blocks will also inevitably crack the plaster along some of the steel 
members. This occurred at the Printing Office, and while it is not at 
all serious or offensive it might have been avoided by making the 
ceiling a continuous slab. 

The executive offices and main stairway hall were finished with 
plaster on the walls as well as the ceilings, except where marble was 
used. There were ornamental cornices in all the rooms, and the prin- 
cipal stories of the main stairway hall were finished with elaborately- 
coffered ceilings. The coffers were molded separately, of a mixture 
of plaster of Paris and manila fiber, and then fastened, by means of 
copper wire, to light furring members fastened to the floor construc- 
tion. The joints were closed and elaborate moldings planted on by 
hand after the coffers were accurately adjusted in place. The plaster 
finish in the executive offices and stairway halls was finished in oil 
paint and gold leaf, according to a rather elaborate conventional 
design. The first two stories of the main stairway hall were rather 
richly finished in white marble on the walls and with marble columns 
and pilasters. The elevator inclosures in these two stories of the main 
hall were made of solid bronze, with a satin finish, to harmonize with 
their surroundings. The main entrance doors are of bronze, and the 
lamp standards in front of the building, on either side of the entrance, 
are of the same material. The total extra cost of the decorative finish 
in the main entrance and executive offices did not exceed about $60,000, 
however, and this all resulted from savings on other items of the work. 

The building is wired for both light and power, so that current for 
both purposes can be obtained anywhere. The main cables are taken 
down into the basement from the back of the switchboard, and there 
carried to the vent shafts; the cables feeding all the space on each 
floor, of which a vent shaft is the center, are carried up the shaft. 
There is a distributing center on each shaft, near the ceiling, in each 
story; from these centers circuits are carried into the space between 
the floor and ceiling, and there distributed horizontally. All circuits 
form closed loops, as far as possible, so as to equalize the voltage. 
Power is delivered upward through the floors; current for lighting is 
delivered downward through the ceilings. Besides the distributing 
centers in the vent shafts, there are panel boards at various points in 
the basement, determined by the peculiar requirements of the build- 
ing. All circuits of any importance are protected by circuit breakers. 

The elevators in the building are of the tandem worm gear electric 
type, but with all details, both mechanical and electrical, much improved 
as compared with the machines of this type in common use before the 
special patterns required for this contract were made. The worm 
shaft, including the worm or screw, was made of a solid forging for 
this work, instead of having the worm keyed on, as was customary 



3850 EEPORT OF THE CHIEF OF E]S^GINEERS, U. S. ARMY. 

before. Improved devices were used for driving the cable drums. The 
safeties were improved and subjected to severe tests before acceptance. 
The electrical control was perfected so as to protect the machines f roue 
any conceivable ignorance or carelessness, and so as to permit of re vers 
ing the cars at full speed without damage or inconvenience. Cold 
rolled ties were used for car guides; this, combined with the unusualb 
smooth operation of the machinery, causes these elevators to be prac 
tically as free of vibration as the best hydraulic machines — a resul 
not often achieved. They were designed and made by the Otis Ele 
vator Company, and reflect great credit on the engineering staff o: 
this company. Much credit is also due to Mr. Tapley for the specifi 
cations which resulted in such a satisfactory equipment. 

For protection against fire a standpipe rises through each vent shaft 
In each story, including the loft, each standpipe has a hose connectioi 
with cotton hose on a rack permitting it to be pulled off instantane 
ously into a working position. Full pressure can be put on the stand 
pipes in ten seconds. They are supplied through two electrically drivei 
pumps, which are alternately used for house pumps, so that they ar< 
always in working order. The building is too high to be supplied witl 
water by the city pressure, and water is pumped into a series of steel 
tanks in the loft over the toilet rooms. In addition to the standpipes and 
fire hose, a number of extinguishers of a t3'^pe approved b}^ the National 
Board of Fire Underwriters were furnished and installed at conven- 
ient points throughout the building. 

The employees of the Printing Office are supplied with drinking 
water which is filtered, then cooled in a small refrigerating plant of 
the ammonia-absorption t3^pe, then kept circulating through a special 
system of piping by means of an electric pump. The rising lines of 
the cold-water system are carried up inside of the vent shafts, and the 
drinking fountains are attached to these shafts in each story. One of 
these fountains appears in a photograph submitted to show the wood- 
block floor and the general appearance of the interior of the building 
when finished. 

The power plant of the Printing Office was installed b}^ the Public 
Printer from appropriations under his control. The new engine and 
boiler rooms were built from the appropriation for the new building. 

A great many records of cost, etc. , were kept during the construc- 
tion of the new building, and data of value taken from these records 
are given below. The day was eight hours long. The pay of com- 
mon laborers was generally $1.50 per day, though a few selected men 
received from $1.75 to $2 and $2.50. Bricklayers received $1 for 
about half the time, and then $4.50. Stone masons and stonecutters 
received $4, carpenters and painters $3, plumbers and steamfitters $4, 
wiremen $3.50 and $4, and all master mechanics $5. 

DATA RELATIVE TO BRICKWORK. 

COMMON BRICKS. 

Number of bricks per cubic foot in place, 16 — a rather large brick. 

Total number laid, 5,180,000. This is the number in place, and does not include 
waste. 

Average thickness of wall, 13 inches. Consists largely of filling between inside and 
outside face work. Much broken up by wall columns, window recesses, terra-cotta 
conduits for electrical work, etc. 



APPENDIX A A A TECHNICAL DETAILS. 3851 

Average number of bricks per man per day, on entire job 664 

Average number of bricks per barrel of cement (1-3 mortar) 517 

Cost of mason's labor per 1,000 bricks, including foremen $7. 43 

Cost of other labor per 1,000 bricks, including foremen 5. 75 

Cost of bricks per 1,000, including cost of receiving, etc 9. 34 

Cost of lumber and nails for scaffolding and centering, per 1,000 bricks 67 

Cost of cement, sand, etc., per 1,000 bricks 3.98 

Total cost per 1,000 bricks 27.17 

In the plate-vault walls, which were 36 inches thick, with joints struck on the 
inside and raked out on the outside, the average day's work was 1,146 bricks per 
man. The maximum day's work was 1,600 bricks per man. 

ENAMELED BRICKS. 

Actuallvlaid 970,000 

Received , 1,013,000 

Average day's work, based on 970,000 bricks bricks per man. . 259 

Average number of bricks per barrel of cement (this includes 11,000 bricks 
in bonded arches, which are very tedious ) 546 



$71. 80 

$29. 66 

460 


849 

1,000 

$10. 60 

$6.51 

$3.89 



Average cost of bricks for bonded arches, per 1, 000 $173. 00 

Average cost of others, including molded and bull-nose bricks, per 1,000. . 63. 20 

Cost of masons' labor per 1 , 000 bricks, including foremen ■ 18. 03 

Cost of other labor per 1,000 bricks, including foremen 7. 75 

Cost of materials other than bricks, per 1,000 bricks 6. 60 

LIGHT-PACE BRICKS. 

Actually laid 1,022,000 

Received 1,074,000 

Cost of bonded arches, per 1,000 bricks 

Cost of bricks per 1,000 

Average day ' s work, per man 

Average number of bricks per barrel of cement (the joints were close and 

the bricks smaller than the common and enameled bricks) 

Maximum day's work, per man 

Cost of masons' labor per 1,000 bricks, including foremen 

Cost of other labor per 1,000 bricks, including foremen 

Cost of materials other than bricks, per 1,000 bricks 

HANDMADE RED BRICKS, PRESSED. 

Actually laid 141,000 

Wastage, per cent, about 5 

Cost of bricks per 1,000 $17.63 

Bricks laid per man per day 348 

Bricks laid per barrel of cement 769 

Cost of masons' labor per 1,000 bricks $13. 13 

Cost of other labor per 1,000 bricks $6.79 

Cost of other materials per 1,000 bricks $4. 23 

HANDMADE RED BRICKS, NOT PRESSED. 

Actually laid 590,000 

Wastage, per cent 5 

Cost of bricks per 1,000 $n.22 

Average day's work, per man 497 

Number of bricks per barrel of cement 769 



Masons' labor per 1,000 bricks, including foremen $9. 76 

Other labor per 1, 000 bricks, including foremen 5. 25 

Other materials per 1,000 bricks, including foremen 4. 08 

Cost of red pressed brick bonded arches, in place, per 1,000 bricks 81. 32 

Cost of light-face brick bonded arches, in place, per 1,000 bricks 124. 33 

Cost of enameled brick bonded arches, in place, per 1,000 bricks 258. 00 



3852 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Cost of scaffolding, including exterior scaffold for entire building and 
interior portable scaffolds, per 1,000 bricks $1. 35 

Cost of tearing down and hauling exterior scaffold to place of storage, 
2-mile haul, and carefully piling the material, per 1,000 bricks .77 

Cost of centering per 1,000 bricks .32 

Cost of scaffolding and centers based on total bricks laid, a proportional part of the 
cost being charged against stone and terra cotta. 

TERRA-COTTA FIREFROOF WORK. 

Data obtained by keeping records of contractor's work. From time 
required to set, it was determined that the girder shoes on the various 
girders were equivalent to about 8.5 bricks per linear foot. This is a 
little high for beams smaller than 20 inches, but is compensated for 
by increased cost of changing scaffolds, centers, etc., for the smaller 
girders. 

Figures of cost do not allow for power for hoisting, furnished by 
the United States, nor for contractor's general expense. 

Girder coverings of 33-inch, 30-inch, and 24-inch girders: 

Total labor cost — 

Per 1,000 bricks 112.80 

Per linear foot of covering 524 

Materials, exclusive of the terra cotta and wire netting — 

Per 1,000 bricks 85 

Per linear foot of covering 162 

Average day's work, per man bricks. - 564 

Number of bricks per barrel of cement 546 

Girder coverings for girders 20 inches and under: 

Labor cost — 

Per 1,000 bricks $12.80 

Per linear foot of covering 323 

Materials, exclusive of terra cotta and wire netting — 

Per 1,000 bricks 3.40 

Per linear foot of covering 093 

Average day's work per man bricks. . 564 

Average number of bricks per barrel of cement 615 

Column coverings: I 

Labor cost — ' 

Per 1,000 bricks $12.80 

Per linear foot of covering .46 

Average day's work per man bricks. . 564 

Average number of bricks per barrel of cement 545 

FLOOR CONSTRUCTION. 

One linear foot of beam covering (skewbacks) is equivalent to 5.5 
bricks in time and labor. 

Total labor, per 1,000 bricks $10.64 

Total labor, per square foot of floor 0598 

Total materials, except bricks, per 1,000 bricks 3. 65 

Total materials, except bricks, per square foot of floor 021 

Average day's work per man bricks. . 892 

Average number of bricks per barrel of cement 575 

The above figures are based on the actual number of bricks Isiid plus 
3 per cent for waste. 



APPENDIX A A A TECHNICAL DETAILS. 



3853 



Average cost of all fireproof construction, excluding ceilings but 
including column and girder coverings and including roof, 36.4 cents 
per square foot, of which 9.5 cents is labor applied at the building. 

REENFORCED CONCRETE CONSTRUCTION. 



Plate vault roof.- 
tection around the 



around beams, 9^^ inches. 



-Slabs supported on I beams, with concrete pro- 
beams. Average thickness, including concrete 




Per cubic 

yard of 

concrete. 



Cost of centering 

Cost of labor 

Total cost 



$2.25 

1.36 

10.00 



The span for the concrete floor construction is about 7 feet. 
Roof of main hidlding. — Average thickness, 6 inches. Surface 
finished with a screeded coat of mortar about three-fourths inch thick. 



Per square 
foot. 



Per cubic 
yard. 



Cost of centering 

Cost of labor 

Total cost 



80.037 
.043 
.225 



82.01 
2.26 
11.97 



In all of these figures for reenforced concrete the cost of centering 
includes the labor pertaining to it. The item of "labor," as separately 
scheduled, includes only the labor applied to the mixing and placing 
of concrete and the placing of steel. 

Of the cost of centering, about two-thirds is labor and one-third 
materials. 



\ 



Ceiling slabs. 



Per square 
foot. 



Per cubic 

yard of 

concrete. 



Cost of forms 

Labor, making slabs 
Setting slabs, labor . 
Total cost 



80.016 
.018 
.011 
.126 



82.68 
2.88 
1.88 

20.73 



^ 



These slabs were set in place by bricklayers. 



COST OF CLEANING BRICKWORK. 



Red-face bricks per 100 square feet. . $1. 25 

Light-face bricks do 4. 29 

Enameled bricks do 1. 46 



The cement droppings adhered with astonishing tenacity to the 
light-face bricks, notwithstanding they were vitrified. Hence the 
great cost of cleaning. 



3854 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 
COST OF CLEANING CAST-IRON TRIM. 

Cement stains, dust, grease, etc., from baseboard, window, and door frames, 
stairway strings, etc., per ton of metal . . , $3. 6J 

CUT STONE WORK — RED SANDSTONE. 

COST OF STONE, READY TO SET. 

Plain ashlar... per cubic foot.. $1. 80-$2. 00 

Molded courses do 2. 00- 2. 40 

Sills do.... 2.00- 2.40 

Lintels do 1. 95- 2. 15 

Columns do 3. 00 

In computing these prices, all molded and curved or irregular pieces 
were squared out to the minimum containing rectangular parallelo- 
pipedon. 

COST OF SETTING, ETC. 

[Average, for all classes.] 

Handling per cubic foot . . $0. 133 

Setting do 179 

Cutting (corrections, etc. ) do 018 

Pointing do 041 

Mortar do 012 

Miscellaneous materials do 026 

Total setting do 409 

This cost is a little high, but it is due to the care with which the 
joints were calked and the fact that there was not stone enough to 
justify the purchase of a special plant to handle it. 

Ornamental terra cotta. 

Total used: 

Cubic feet 19,100 

Tons.. 586 



Per cubjc 
foot. 



Per ton. 



Average price for materials a . 



Handling . . . 

Setting 

Cement, etc. 
Anchors, etc 



$1.5300 



$50.0000 



.0332 
.1301 
.0243 
.0245 



1.0881 

4. 2513 

.7944 

.8010 



Total cost of setting 



.2121 



a Cost does not include brick or concrete filling, which was all charged to brickwork or to concrete. 



Cost of vitrified-block paving in pump room, etc. 





Per 

square 

foot. 


Per 1.000 1 
blocks. 1 




$0,124 
.048 


$27. 17 


Cost of labor 


10.77 






Total 


.172 


37.94 







APPENDIX A A A TECHNICAL DETAILS. 3855 

WOOD-BLOCK FLOOES. 

On this work the mechanics averaged, for the entire building, 80 square 
feet per day; 565 blocks were required for 100 square feet, so the day's 
work was 452 blocks. The contract price was 27 cents per square foot. 

CAST-IRON FRAMES AND BASEBOARD. 

Total weight in building tons.. 743.4 

Total contract, $107,800, or per ton.. $145 

Cost of erection, as nearly as it could be kept do $23 

CAST-IRON STAIRWAY TRIM, MANHOLE COVERS, ETC. 

Total weight tons. . 80 

Total value, in place, $17,700, or per ton. . $221 . 25 

Cost of erection do. . . 62. 50 

Rates of pay on cast-iron work: 

Superintendent .for 8 hours. . 5. 25 

Foremen do 4. 25 

Ironworkers do. . . 3. 45 

Helpers do... 1.60 

Smith do... 2.25 

The average labor cost of hanging the very heavy alignum doors, 
none of which were less than 4 feet by 8 feet by 2i inches, was about 
816 per opening. This could be much reduced, however, by the use of 
special hardware. 

PLUMBING WORK. 

The total list of fixtures in the building is as follows: 

^Vater closets 220 

Wash basins 298 

Bath tub ^ 1 

Urinals 82 

Slop sinks 21 

Drinking fountains 70 

Fire hose and racks 80 

Total 772 

Costs are as follows: 

Underground cast-iron drains, in place: 

Materials $1, 850. 46 

Labor * 785. 62 

Total 2,636.08 

Drain for lowering ground water: 

Materials 615. 1 3 

Labor 661. 09 

Total 1,276.22 

Cost of new sewer in G street 2, 624. 05 

PLUMBING ABOVE GROUND. 

Labor $18,881.42 

Fixtures 34, 566. 15 

Pipe, fittings, etc 19, 564. 70 

Partitions for waterclosets, etc 2, 051. 94 

Pumps 10,074.00 

Fire extinguishers 920. 00 

Total .• 86,058.21 



3856 KEPORT OF THE CHIEF OF ENGINEEES, U. S. AEMY. 

About half of the item of pumps really ought to be charged to heat- 
ing and ventilation. 

HEATING AND VENTILATION. 

Does not include boilers and feed pumps. 

Labor $13, 969. 83 

Pipe, fittings, coils, and radiators 36, 227. 16 

Ventilators on roof 1, 592. 00 

Fans, motors, etc 13, 279. 00 

Pipe covering 7, 019. 00 

Total 72,086.99 

Total number of square feet of radiation 70, 000 

ELECTRICAL WIRING. 

Cable, conduits, wire, panel boards, etc $105, 582. 51 

Labor 18,749.10 

Total 124,331.61 

The total volume of the new building for the Government Printing 
Office, including 7,000 cubic yards of concrete in foundations, is, in 
round numbers, 7,800,000 cubic feet. The total cost of the building, 
in round numbers, $2,428,000. Cost, 31.13 cents per cubic foot. 

The gross floor area, is, in round numbers, 400,000 square feet. 
Cost per square foot of floor, $6.07. 

All materials were hoisted by means of temporary elevators. These 
were installed in the permanent elevator shafts. This was a mistake; 
they should have been, as nearly as possible, entirely outside of the 
building, with communication at each floor through window openings. 
It would have been better to have left out floor arches for such hoists 
as had to be inside, so as to permit of the early completion of the 
permanent shafts. 

It would have been better to do away with hoists altogether — except 
possibly one, for odds and ends — and to have equipped the building 
with crane derricks, having the mast supported by a guyed framework 
of timbers, and having no guys above the boom, the equilibrium of 
the boom being maintained b}^ counterweights and the transverse 
strength of the mast. Had such a plant been used, and all erection 
done by the United States, it is probable that $25,000 might have 
been saved. 

When concrete is to be placed high above the ground, it is more 
economical to hoist the dry materials and mix them above if barrows 
are used, because the men can handle larger loads of dry materials 
than they can of wet concrete. If the derricks had been used, it would 
have been better to mix below. 

The brickwork was done under many disadvantages due to delays in 
delivery of bricks. Yet, all things considered, the men on the Gov- 
ernment pay roll did a rather larger day's work than other men work- 
ing for the fireproofing contractors. The building, as a whole, was 
finished within the estimate of cost, and nearly every item of the work 
was finished within its part of the estimate; after savings were cer- 
tainly secured on sonie items, however, additions in the way of better- 



APPENDIX A A A TECHNICAL DETAILS. 3857 

ments were often made to others, so that their actual cost is greater 
than the original estimate, but not because the estimate was too small 
or materiall}^ inaccurate. 
A schedule of expenditures to date under various heads is as follows: 

Excavation and earth filling $38, 914. 52 

Shoring, underpinning, etc 8, 384. 65 

Concrete 69,592.14 

Structural steel 473, 534. 85 

Cast-iron bases 6, 340. 72 

Cast-iron baseboard, etc 19, 397. 01 

Miscellaneous steel work 7, 102. 68 

Miscellaneous castings 6, 068. 59 

Fireproofing 178, 681 . 06 

Brickwork 336,661.88 

Cut stone and ornamental terra cotta 110, 040. 97 

Door and window frames 95, 841, 18 

Doors and windows 54, 929. 95 

Stairways 22, 276. 33 

Elevators 152, 892. 77 

Plumbing and drainage 92, 594. 56 

Heating and ventilation 72, 086. 99 

Electric wiring 124, 331 . 61 

Filtered-water system 9, 366. 22 

Tanks 4, 430. 00 

Pneumatic tubes, etc 16, 780. 88 

Painting 10, 743. 17 

Timber floors 75, 784. 84 

Tile flooring 14,558.27 

Waterproofing 29, 094. 28 

Granolithic and asphalt pavements 27, 514. 90 

Traveling crane, scales, etc 5, 116. 50 

Eoofs 30,978.28 

Steel and cast-iron fl(ior finish 5, 533. 45 

Concrete backing, brickwork in loft walls 5, 588. 90 

Plastering 52,631.15 

Coal to heat building during »Tinter 1902-3 4, 752. 88 

Subway under Jackson alley 1, 203. 18 

Marble work 42, 176. 69 

Decoration 15, 375. 60 

Contingencies (architect's fees, preparation of plans, office expenses, 

supervision in field, etc. ) 156, 060. 64 

Tools, working plant, temporary buildings, etc 27, 157. 74 

Miscellaneous labor and material?, holiday pay, etc 20, 000. 42 

Extension of platform in courtyard 3, 054. 14 

Total cost of work in place 2, 427, 574. 59 

Cash expenditures 2, 405, 940. 81 

Outstanding liabilities 7, 037. 11 

Amount in abeyance pending litigation with Phoenix Iron Company 
on account of structural steel 14, 596. 67 

Total 2,427,574.59 

The total quantities of work done and materials in place in the per- 
manent work are as follows: 

Excavation cubic yards. . 42, 010 

20-inch sewer in G street linear feet. . 480 

Terra-cotta drains: 

12-inch do 690 

8-inch do 570 

Fittings, all sizes number. . 36 

Concrete, all kinds ,.,,.. cubic yards. . 9, 188 

ENG 1904 242 



3858 EEPORT OF THE CHIEF OF ENGINEERS, U. S. AEMY. 

Bricks: 

Common number. . 

Face do 

Cement (for laying brick) barrels. . 

Sand (for laying brick) cubic yards. . 

Steel, erected in place pounds. . 

Cast-iron bases, erected do 

Fireproofing: 

Column covering linear feet. . 

Girder covering do 

Floor arches (terra cotta) square feet. . 

Concrete floor construction do 

Concrete ceiling construction do 

Waterproofing: 

Asphalt surfacing do 

Flashing linear feet. . 

Wheel guards, angle guards, etc number. . 

Vitrified-brick paving square feet. . 

Asphalt paving in basement do 

Skylights on boiler house and engine room number. . 

Tile roofing on power house square feet. . 

Corrugated roofing on power house do 

Electrical installation: 

Terra-cotta conduit linear feet. . 

Flexible conduit do 

Lead bushings pieces. . 

Iron boxes do 

Enameled pipe do 

Fittings, all kinds number. . 

Wire, all classes linear feet. . 

C. S. switches number. . 

Distributing centers do 

Lead tubing linear feet. . 

Cut-outs number. . 

30-gallon galvanized boilers do 

Automatic switches do 

Castings, all kinds do 

|-inch black pipe linear feet. . 

Plumbing and heating and ventilating: 

Low-pressure steam trap 

Fittings 

Black pipe — 

^-inch linear feet. . 

1-inch do 

IJ-inch do 

1 ^-inch do 

2-inch do 

2Hnch do 

3-inch do 

4-inch do 

5-inch do 

6-inch do 

8-inch do 

10-inch do 

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APPENDIX A A A TECHNICAL DETAILS. 3859 

Terra-cotta pipe — 

3-inch linear feet.. 12 

'6-inch do 33 

8-inch do 570 

12-inch do 690 

Lead pipe do 1,000 

H-inch C lead pipe do 26 

l^-inch heavy brass pipe do 800 

2-inch brass pipe <lo 17 

Cast-iron water tanks number. . 7 

Pig lead pounds . . 289 

Sheet lead do 6, 177 

Water-closets, complete number. . 220 

Lavatories, with all accessories do 298 

Bath tub, with al 1 accessories do 1 

Special screen, with marble do 1 

Screens do 7 

Partition frames do 189 

Hammered bottle-glass partition slabs square feet. . 8, 619 

Marble partition slabs do 237 

Marble partition slab, 4 feet 5 inches by 6 feet 5 inches by 1 inch, 

number 1 

Slop sinks, with all accessories number. . 21 

Double special urinal stall, with all accessories 1 

Slate urinal stalls, with all accessories — 

Rows, 4 stalls each 7 

Rows, 6 stalls each ' 7 

Rows, 5 stalls each - 2 

Toilet-room fixtures number. . 81 

Nickel-plated curtain rod do 1 

Drinking fountains, complete do 70 

3-gallon fire extinguishers do 80 

Steam coils do 694 

Cast-iron radiators do 35 

8-inch Mason steam-reducing valve do 2 

50-foot section 2-inch fire hose with angle valves 80 

Swinging hose racks 80 

Cut stone work: 

Coursed ashlar, set in place linear feet. . 7, 528 

Sills and lintels, set in place pieces. . 1, 986 

Columns, bases, caps, and keystones, set in place 177 

Terra-cotta trimmings: 

Bases 36 

Caps 46 

Arches 42 

Terra cotta in separate courses linear feet. . 15, 900 

Cast-iron door and window frames, set in place 1, 042 

Cast-iron column guards, set in place 1, 360 

Cast-iron stairw^ays (main and side) 4 

Cast-iron stairways (miscellaneous) 5 

Cast-iron baseboard, set in place , linear feet. . 19, 808 

Cast-iron floor, set in place square feet. . 5, 711 

Steel ladders, set in place linear feet.. 1, 740 

Traveling crane in engine room 1 

Platform scale in coal room 1 

Tanks 10 

Tile roofing on main building, etc square feet. . 50, 681 

Tile floor, storage-battery room do 1, 331 

Copper flashing on roof . .. , linear feet . . 2, 854 

Copper guttering for cornice do 1, 570 

Mosaic and tile floors square feet . . 28, 876 

Cement floors 1 do 304, 700 

Wood-block floor do 250, 554 

Asphalt-block pavement : do 8, 432 

Safety stair treads do 2, 302 

Cement sidewalks square yards. . 1, 868 

Ventilators for fan openings , ,.,..,,.,,, , 12 



3860 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Limoid for plastering tons. . 298 

Plaster for plastering barrels. . 1, 125 

Lime for plastering do ' 500 

Hair for plastering bushels. . 450 

Sand for plastering cubic yards. . 1, 220 

Steel floor in foundry and wash room square feet. . 4, 690 

Windows cleaned 1, 250 

Wrought-iron gate i 

Alignum fireproof doors openings. . 123 

Marble work completed. 
Elevators: 

Electric elevators number. . 13 

Electric form lift do 1 

Elevator inclosures openings. . 54 

Freight elevator door frames number. . 36 

Sliding shutters do 36 

Vault doors sets. . 7 

Decoration of executive offices and main stairway halls completed. 

Steel doors for vent shaft number. . 21 

Ventilating fans and motors do 12 

Paper chute do 1 

Press pits do 5 

Waterproofing exterior walls entirely finished. 
Pneumatic-tube system completely installed. 





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3866 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



A A A 23. 

RECONSTEUCTION OF WASHINGTON BARRACKS, DISTRICT OF 

COLUMBIA. 

[Officer in charge, Capt. John S. Sewell, Corps of Engineers.] 

For the general history of this project and a statement of considera- 
tions that led to the adoption of the present approved plan, reference 
is made to the annual report of this office for the past fiscal year. ^It 
might be further stated that the limited area and insignificant differ- 
ences otf elevation at Washington Barracks made any but a strictly 
formal treatment unsuitable, from an architectural point of view. 

Brickwork was selected as the most suitable form of masonry — 
not only from motives of economy, but also because it seemed more 
in keeping with military simplicity. It was decided to use common 
red bricks, laid in Flemish bond, in the style of the old colonial work 
in this part of the country which is so much admired for its texture 
and soft coloring. All the masonry is executed in Portland cement, 
and the bond is real — not simulated by means of bats or blind headers, 
as is usually the case in modern work. The mortar joint is three- 
eighths inch thick, which is as little as it can be made when rough 
bricks are laid in Portland cement and sand with all joints filled. The 
edges of the bricks are more or less ragged. If the edges of the joints 
were struck with a trowel, in the ordinary way, the joint would appear 
much heavier than it really is, because the mortar would spread into 
all the inequalities in the edges of the bricks. To prevent this, the 
joint is ruled with a straightedge and a rounded tool, which leaves a 
narrow furrow in the middle of the joint. Then, with a straightedge 
and trowel, the excess of mortar is cut out at the upper and lower 
edges of the joints. The result of this is that the edges of the joint 
are in shade— the straight-ruled furrow in the middle defines its course, 
and the appearance from a little distance is of a joint much lighter 
than it really is. Work of this sort is very expensive ; even the best men 
do not lay much more than 500 bricks in eight hours in walls from 
13 inches to 18 inches thick, with the bond carried clear through. A 
gang of good brick masons will not average more than 450 bricks per 
man per day of eight hours. These figures apply to work where the 
same gang, laying the bricks in ordinary bond with trowel-struck joints, 
average about 850 bricks per man per day of eight hours. In all 
finished brickwork at Washington Barracks the masons are allowed to 
have enough lime in the mortar to make it work fairly smooth under 
the trowel. 

The point of chief technical interest at Washington Barracks relates, 
however, to the foundation work. As new methods were used, and 
this office receives many inquiries about them, it was thought best to 
publish a description with this }■ ear's report instead of deferring the 
technical report until the completion of the work, as was the case with 
the new building for the Government Printing Office. 

It will be noted from the map, submitted herewith, that prior to 1857 
the dry land area at Washington Barracks was much less than it is 
now. It seems probable that the axis of this former dry land area 
must have been the determining factor in locating Four-and-a-half 



APPENDIX A A A TECHNICAL DETAILS. 3867 

street where it is. The reservation was afterwards increased by 
reclaiming the shallows, and more land was added on the east side 
than on the west. It would have been much better for present pur- 
poses if there had been a Fourth street instead of a Four-and-a-half 
street.^ 

All bf the dry land now appearing outside of the limits defined by 
the old shore lines is fill as far as the original bottom of the shallow 
water. Much of it within the old shore lines is fill also, the depth 
varying from zero to as much as 15 feet, depending upon the present 
and original elevations above mean low water. On the east side of 
the post the bottom of the old James Creek was soft silt to a depth as 
great in some places as 60 feet, but averaging about 45 feet at the sites 
selected for new buildings. On the west side the bottom was good, 
firm sand, mixed in many places with a large percentage of gravel and 
bowlders. 

The material constituting the fill was deposited in a number of 
layers, probably at different times. One of these, composed of a 
yellow sandy loam, had become so compact and dug so hard that it 
was mistaken for an original deposit, especially in view of its likeness 
to the material in the upper part of the original firm backbone of the 
reservation. Tests of its bearing power, however, indicated that it 
was not safe, even under 500 pounds per square foot (see annual 
report on this work for 1904). On the west side of the post, where 
the hard bottom existed, it would have been a comparatively simple 
matter to excavate to the sand and build up solid foundations. This, 
however, would have been expensive, even here. On the east side it 
was ciearh^ out of the question; if not because of physical difficulties, 
at least because of expense beyond the limits of the appropriation. 
Wooden piles were out of the question, unless they were driven and 
cut off below the water line. This again would have involved rather 
deep and expensive excavation through treacherous materials and 
solid concrete from the tops of the piles to the surface. The writer 
was at work upon a plan for driving steam pipes of from 12 inches to 
16 inches diameter, with solid removable points, then filling the pipes 
with concrete and withdrawing them as the filling progressed, thus 
building in place piles made of concrete, which it is certain would 
resist decay and seemed likely to carrj^ all needful loads. The 
development of this plan had not reached any practicable stage, how- 
ever, when it was discovered that this very process had just been 
patented and that a local contracting concern held the license for its 
use in Washington. It had never been tried, but the writer had such 
confidence in it that a contract was given to the local contractors, on a 
percentage basis, to put in concrete piles for the officers' quarters on 
the west side of the post. They were entirely successful there, where 
their length did not exceed 15 feet. They have since been used in 
lengths as great as 15 feet, with equally satisfactory results. 

Several methods were tried at Washington Barracks for placing the 
piles. One was to drive a form composed of a pipe, an enlarged fixed 
point, and a driving head made of hard wood reenforced with steel 
bands. The form was withdrawn after driving, and the hole filled 
with concrete. It was soon found, however, that this was practicable 
only in soil much firmer than the filled earth at Washington Barracks. 

The points used were in all cases somewhat greater in diameter than 
the pipe, to facilitate pulling. The driving head of hard wood was 



8868 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

intended, of course, to act as a cushion and protect the metal of the 
pipe from deformation. 

The next plan tried consisted in using a form made up of a concrete 
point, a heavy pipe fitting over a large tenon on the upper end of the 
point, a lighter outside pipe of almost as great diameter as the con- 
crete point, and the driving head. Where the tenon joined the point 
was a shoulder about 2 inches broad. The point was shaped much 
like a projectile, but the outer surface was drawn in a little as it neared 
this shoulder. On the taper thus formed the outer light pipe fitted, 
and the joint was made water-tight during driving by means of the 
earth and clay carried along by the slight projection due to the e^ge 
of the lighter pipe. The heavy pipe inside of the light one bore on 
the 2-inch shoulder and fitted over the tenon. The hard-wood driving 
head had a tenon on its lower end fitting into the heavy pipe, and the 
shoulder, where the tenon joined, was broad enough to cover the 
upper ends of both pipes. The form, being assembled, was driven to 
a firm bearing; the driving head and heavy pipe were then removed 
and used in connection with another light pipe for another form. After 
three or four piles were driven the filling and drawing of the light 
pipes was begun. It was found that the shock of driving invariably 
broke off the tenons, and they were fished out before the concrete was 
put in. The object of using the lighter outer pipe was to lessen the 
number of heavy driving forms required and to keep the driving work 
some distance ahead of the new piles, for fear of injuring the latter. 
Later experience indicated that this fear was practically without 
foundation, and that the driver need not be very far ahead; in fact, in 
some cases, driving was done for a new pile within 3 feet of one already 
in and two or three days old. So far as could be ascertained, the pile 
in place was not at all injured by the driving. 

The plan finally adopted, and now in use, is to have two or three 
heav}^ pipes large enough and strong enough to combine the functions 
of the two pipes above descril^ed. The point has a slightly narrower 
shoulder and the tenon is shorter and heavier, so that it does not 
break off'. The shoulder in a concrete point is reenforced with a flat 
iron ring, and the concrete is reenforced below the ring with a cylin- 
drical wrapping of expanded metal to resist the bursting effects due to 
the shock of driving. Both ends of the pipe are reenforced on the 
outside. All splices are made by sleeves on the outside; this is of 
the first importance. Unless the pipe is absolutely flush and smooth 
inside the concrete will bridge across and stop up the pipe, so that no 
practicable ramming will drive it through. The roughness due to 
sleeves, etc., on the outside does not materially increase the difficulty 
of either driving or pulling. 

If the pile passes through very wet ground it is necessary to put the 
concrete in rather'dry to prevent the hydrostatic pressure from forcing 
the concrete up in the pipe during the process of pulling, thus dimin- 
ishing the effective diameter. It is important to compute the volume 
of the proposed pile and measure the concrete actually used because 
of this dangerous condition. 

Where driving is hard a cast-steel point is used instead of a concrete 
point; it costs about 60 per cent more. The points, in all cases, are 
shaped much like elongated projectiles, the principal function of each 
being penetration. The point should always, where practicable, be 



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APPENDIX A A A TECHNICAL DETAILS. 8869 

driven entirely into a firm stratum; then the question of a bond between 
the point and the rest of the pile is of minor consequence. With a cast- 
steel point which is hollow it is alwaj^s possible to secure this bond, 
for the concrete will extend into the point and fill it. At first, in the 
case of very long concrete piles, each pile was reenforced with a longi- 
tudinal steel rod in the middle to prevent flexure. It was feared that 
the soft material around it might not afford sufficient support. Sub- 
sequent experience has proved that for ordinary loads, at an}^ rate, 
this fear is groundless. In one case a pile 45 feet long and 16 inches 
in diameter was loaded with 26 tons, which was left in place for over 
two weeks. There was an apparent settlement of about one-fourth 
inch, but there is reason to believe that most of this was lost motion 
in the compression of the joints and timbers of the testing table. Even 
if the pile settled so much, it was a small matter. This pile was driven 
through very soft material, and had no steel reenforcement. 

In some cases the foundations were put in, in the ordinar}^ way, 
before the treacherous nature of the ground was discovered. Some of 
this work was blown out with dynamite, and a single staggered row 
of piles driven in the trench, as shown in one of the photographs sub- 
mitted herewith; then the concrete was put in again, inclosing the 
heads of the piles. This was rather expensive, however, and another 
plan was soon devised whereby the existing foundations could be 
adequately reenforced. This method is shown in the drawings sub- 
mitted herewith. The piles were driven opposite each other, on the 
two sides of the concrete foundation, and close against it; the interval 
between pairs of piles was such that the superincubent brickwork 
could be trusted to arch itself across; the piles were put in so that 
their tops were a foot or more below the top of the concrete founda- 
tion. Each pile had a steel rod buried in it to a depth of several feet 
and having about 3 feet projection at the top. A slot was cut in the 
existing concrete to a level with the tops of the piles; the rods were 
bent down into this slot, Avhich was then filled with fresh concrete. 
Brick piers were built on top of the piles, and corbeled back into the 
work above, forming buttresses, bonded into the wall. The steel rods 
were used to tie the foundations and piles together, so the piles could 
not spread. The buttresses were intended to throw the weight onto 
the piles in proportion to any settlement of the foundation itself. 
The plan has been entirely successful. A part of one wall of barrack 
No. 1, under which the foundation was reenforced in this way, is shown 
in one of the photographs. This barrack is the one shown on the gen- 
eral layout as crossing an old inlet from James Creek. The building 
is about 236 feet long. The two ends are on good ground. The inlet, 
in the worst place, contained 40 feet of soft material above the sand. 
Concrete piles were used wherever they seemed necessar}^, but omitted 
elsewhere. The building is now nearly finished, and two very small 
cracks, which appeared at an early stage and have since diminished, 
are the only sign of unequal settlement anywhere. 

To illustrate the economy of concrete piles, the following approxi- 
mate statements and estimates of cost are given. The actual cost was 
based on results obtained in the beginning, and includes the cost of 
learning how to do the work. The economy of the piles would be 
greater now. The building selected is one of the ''' E " quarters, shown 
on the general layout. Under this building were 120 piles, averaging 



3870 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

about 12 feet in length; they were 14 inches in diameter. The actual 
cost of the foundation was approximately as follows: 

Excavation $150 

Concrete piles 1, 100 

Concrete capping (2 feet 6 inches by 2 feet) 250 

Total 1,500 

Had the foundation of this building been put in by excavating to 
firm bottom and putting in solid concrete, assuming the minimum 
practicable width of trench, including solid sheathing, at 2 feet 6 
inches and necessary average depth of trench at 10 feet, the cost would 
have been as follows (the total length of foundation trenches being 311 
feet): 

Ordinary excavation 1 $150 

Trench excavation, 315 cubic yards, at 80 cents 252 

Concrete, 336 cubic yards, at $4 1, 344 

Total : 1 , 766 

The item of concrete in this estimate includes raising the concrete 
foundations as far as the top of the concrete capping actually used on 
the piles. " Ordinary excavation " includes excavating the space to 
be occupied by this part of the concrete. Had the ground under the 
houses been good, the total cost of the foundation of one set of "E" 
quarters Avould not have exceeded $100. As the depth to solid bottom 
becomes greater the unit cost of excavation is increased and the 
econom}^ of piles becomes much more marked. 

At the worst localities the piles at Washington Barracks cost a little 
over $1 per linear foot, including the points, but the average cost was 
much less. With the experience gained, and allowing a fair profit to 
the contractor, including ro3^alt3^, they ought not to cost more than 80 
to 90 cents for 14-inch piles. The contractor had items of expense not 
considered in making paj^ments at Washington Barracks, so he prac- 
ticall}^ made no profit on the w^ork, except some valuable experience. 

Where solid bottom can be reached only by excavating through 
treacherous material, requiring solid sheathing, it would seem that for 
depths less than 10 feet it would be better, on the whole, to excavate; 
for depths equal to 10 feet or greater, it is best to use concrete piles. 



A A A 24. 

COAL MINING IN THE PHILIPPINE ISLANDS. 

[Officer in charge, First Lieut. H. L. Wigmore, Corps of Engineers.] 

The work of investigation of the coal deposits of the archipelago by 
the Arm}', with a view to determine whether or not the same were 
available for use of the Quartermaster's Department, was first put in 
motion by the division commander in August, 1901, to whom the 
Quartermaster-General of the Army had communicated the fact that 
the Secretary of War was desirous of having such investigations made. 

lirst Lieut. Harley B. Ferguson, Corps of Engineers, was first 
selected to make the investigations required, but in September, 1901, 
Lieutenant Ferguson being ordered to the United States, First Lieut. 



APPENDIX A A A TECHNICAL DETAILS. 3871 

Edward M. Markham, Corps of Engineers, was detailed to carry on 
the work. 

On March 27, 1902, Lieutenant Markham submitted an exhaustive 
report of his investigations, recommending that the fields of this island 
be selected for development. 

On February 11, 1903, the Secretary of War favorabl}- indorsed 
these recommendations, authorizing an expenditure of $15,000 (gold) 
for preliminary development, directing that the seam known as No. 9 
should be worked, and providing that tests on transports should be 
made, and that the decision after such test, as to whether the fields 
should be permanently worked or not, should rest with the division 
commander. 

In June, 1903, I was detailed to take charge of the development 
work as ordered by the Secretary of War, and on July 4 left Manila 
with the necessary tools, supplies, and labor to commence work. As 
underground mining is comparativel}^ unknown to the Filipinos, it 
was decided to employ Japanese for that part of the work, and accord- 
ingl}^ a force of 25 Japanese miners were picked up in Manila before 
leaving. 

As Lieutenant Markham's report gives a very clear description of 
the island it is considered unnecessary to enlarge upon that point, 
though it might be added that no report could conve}^ an adequate idea 
of the rough and wooded condition of the island, or of the difficulty 
of moving supplies any distance from the seashore. 

The morning of Jul}^ 8, 1903, a landing was made and camp there- 
upon established at a point about a mile south of where the trail to 
No. 9 seam left the beach. 

On examination, the outcrop known as No. 9, which lies within the 
claim known as the Urgera, showed considerable change in its aspect, 
due to one or more landslips which had taken place, from what was 
previously reported, the outcrop now showing 10 feet in place of 14 
feet. 

On the 11th of July, 1903, work was begun on this outcrop. A 
vast amount of earth was first removed from the face in an endeavor 
to reach the bottom of the outcrop, but when in removing this the 
traces of an old Spanish tunnel were found an entrj^ in the outcrop 
was started, though the foot wall had not been reached. From that 
date to December 4, 1903, mining was carried on in this outcrop. 
Carabao had been brought here for carrying the coal from the mine to 
the shore, but it was soon found that, on account of the roughness of 
the country, the}^ were not at all suitable for this purpose, and the 
construction of a railway, to be operated b}^ an engine and cable was 
begun. In September this was completed — a total length of 1,370 feet 
from the shore to the mine, mostly trestlework. Coincidently with 
the mining work a site at the shore, from which easiest access to the 
mine could be had, was prepared for a permanent camp, and here 
during the year were constructed: a stone dock having 5 feet of water 
at high tide, on which was built an office and a storehouse and which 
also served as a coal dump, the railway ending thereon; three sets of 
quarters for civilian employees; one set of barracks for enlisted men, 
and one set of quarters for the commanding officer. 

In August, 1903, camp was moved to this site, the entire force still, 
however, being housed under canvas, all the buildings not being com- 
pleted until the last of March, 1904, Early in March, 1904, a reser- 



3872 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

voir of 10,000 gallons capacity was completed, a favorable site having 
been found 1,500 feet from shore at an elevation of 180 feet. From 
here water was piped to the camp. 

In September, Mr. Oscar Halvorsen, a driller supplied by the civil 
government, arrived to take charge of the diamond drill, also fur- 
nished by the civil government, and which it was desired to use for 
examination of the strata underl3nng the surface. 

By the end of October the miners had advanced the tunnel 132.6 
feet, having been much deWed b}^ several landslips from the clifi' in 
which the outcrop lay. The development of the outcrop had not been 
at all satisfactory. 

Shorth^ after entering the outcrop an old Spanish tunnel was dis- 
covered which led off from the entry at an angle of about 90^ for 
about 45 feet, where the coal ceased abrupth' as though it had been 
faulted. At about 39 feet from the entrance in the new entry the roof 
descended rapidly and at 49 feet the entry was in solid rock. Driving 
15 feet through this a coal seam, which began in a streak, was picked 
up and increased to 3i feet. 

However, the general appearances were very unsatisfactory. Two 
holes had been put down with the drill, and, though these gave indi- 
cation of four seams, no definite results were obtained, as the interior 
diameter of the drill was too small to bring up cores of soft material 
The conformation about the outcrop as developed indicated that the 
immense mass of coal here was due to a squeeze which had forced the 
coal from its true position in the seams thereabouts into a huge dome, 
rendering it impossible to judge of the general stratification by develop- 
ment in that vicinit3\ 

Investigation of the various outcrops at a distance from this, and of 
the outcrops of limestone and shale to be found, showed conclusivel}^ 
however, that the coal measures were quite extensive, a square mile 
having been examined, and indications found that the field would prob- 
abl}^ run the length of the island. 

For these reasons, a recommendation was submitted to the eflfect that 
two more diamond drills and equipment to use a larger bit for the civil 
government drill be purchased, and the reservation thoroughly exam- 
ined to see whether the coal present was in an available condition for 
profitable mining. An additional allotment of $17,000 was also asked 
for to carry on this work. In December this work was authorized by 
the Secretary of War. 

In the meantime, however, the seam being worked in the outcrop 
pinched out again, and finalh^, in November, sandstone taking its place, 
further development work here was stopped and the miners discharged, 
most of them going to the mines being worked at Calanaga, on this 
island, by a Spanish company. 

The rainy season now being at its height, prosecution of any work 
was much hampered, but location of holes and sinking of pits for dia- 
mond-drill work were pushed, so that when the drills arrived there 
would be no delay in putting them right at work. Sinking pits in order 
to reach solid strata and even surface for the drills to begin on was very 
slow and laborious work, on account of the difficult nature of the over- 
lying soil, it being mosth^ composed of limestone bowlders and clay. 
This work was carried on intermittently until June. By the last of 
February all quarters and construction work were completed. 



APPENDIX A A A TECHNICAL DETAILS. 3873 

In February the Calanaga mines temporaril}^ shut down, and the 
miners formerly employed here returned looking for work. The rainy 
season being almost over, 1 contracted with them for delivery of coal 
from a 7-foot seam outcropping on the San Francisco claim of Mr. 
Muiioz, at an elevation of 390 feet and distant about 2,000 feet from the 
head of the railway, at which point the coal w^as to be delivered. 

The price fixed was 83.50 (United States currenc}^) per ton, which was 
to cover all work connected with the safe extraction of the coal, but the 
supplies and tools were to be furnished by this oflSce. From February 
to June 30 this seam has been steadily worked, a total amount of 474- 
tons being taken out from two entries. The outcroppings of this seam 
were traced east and west for about a mile, that also being the general 
direction of its strike. Definite information, however, as to the strike 
or dip could not be obtained, on account of a horse, or an old stream bed, 
which intersected the dip of the seam a short distance from the entries 
which were made along the strike. Up to June 30 the working faces 
had maintained a thickness var3^ing between 5 feet 6 inches and 7 feet, 
except in one case, where for a few feet the roof came down, leaving 
onh^ about 3 feet 6 inches of coal. This coal is very hard, necessitating 
frequent blasting to break it down, and is intersected h}^ never more 
than 4 inches of soft shal}^ coal, or "butter,-' as the miners term it. It 
stands transportation excellently, being delivered at the dock in lumps 
2 or more feet square, after being hauled 2,000 feet on sleds, trans- 
ferred b}^ chutes to cars, and again from the cars to the dock by another 
chute. The last analysis, made from samples taken 85 feet from the 
mouth of the entry, was as follows: Moisture, 6 per cent; volatile com- 
bustible, 42.2 per cent; fixed combustible, 44 per cent; ash, 7.8 per cent, 
containing 0.49 of 1 per cent sulphur. 

Its use shows that it has excellent steaming qualities, leaves a ver}^ 
small amount of ash, gives out very little soot and smoke, and requires 
less frequent cleaning of the flues than the Japanese coal now in use 
by the Quartermaster's Department. Its anah^sis shows a minimum 
amount of sulphur, which constituent is that most harmful of all. 

One hundred tons of this coal was furnished to the quartermaster in 
charge of water transportation for trial on the interisland transports, 
the trials uniformh^ being favorable to it, though a slightly larger 
amount was consumed than of elapanese coal in obtaining the same 
results. Copies of all these reports have not yet been received at this 
office, but such as have been are appended hereto. 

The Oinalia and Bangor^ stationed at Legaspi, were also supplied 
with some 50 tons, and a small amount to the ice plant at that station, 
all being favorably reported -upon, and showing it to be far preferable 
to the coal now used. 

B}^ June 30, 1904, two drill foremen to operate the drills purchased 
in the United States had reported here, but as yet the drills have not 
been heard from. They are expected within the next fort3'-five days, 
and three months' work should show definitely whether the coal is in 
shape to mine profitably or not; there is no doubt about its quantity. 

Mining operations were shut down on June 30, partly because the 
main object in making an entry at a site of such altitude and so far 
removed from the sea, when permanent workings can probably begin 
at sea level, was attained — that of obtaining coal enough for trial use 
and proving that suitable coal was present — but principally on account 

ENG 1904 243 



3874 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

of the allotment running low, barely enough now being on hand to 
complete the drill work, though bad the drills arrived in February, as 
was expected, there would have been ample. 

In addition to the survey of the mine work, the south shore line of 
the reservation has been accurately surveyed, and a trial line across 
from Caracaran to Gaba Bay, from which the true line will be com- 
puted and then run. The immediate vicinity of the site where mine 
works would be located in the event of permanent occupation has 
been contoured, as well as the ground to be covered by the drills, and 
preliminary lines, accurately locating a square mile of territory, have 
been run. A partial hydrographic survey of the harbor has been 
made, as also a detailed survey for a dock. 

CONCLUSIONS. 

The geological investigations have been confined principally to the 
stratification of the coal measures, with a view to determining their 
continuity and extent. The more detailed investigations of the square 
mile adjacent to the site where the permanent works should be located 
show that conclusions reached as regard that will undoubtedly apply 
to a strip 1 mile wide running through the center of the reservation 
from the sea to the eastern boundaiy line, a distance of about 5 miles. 
Coal is undoubtedly present to the south and north of this strip in 
large quantities, but the force at my disposal did not permit of an 
examination of this part of the reservation, except in a very general and 
casual wa}^ 

On the square mile which has been examined more or less thoroughly 
the following conditions are found: 

The overlying strata is of limestone, varying in thickness from 20 to 
600 feet, the difference due to its being eroded in a greater or less 
degree. This stratum seems everywhere continuous, with the excep- 
tion of crevices and sinkholes, caused b}^ water action. Under this 
stratum lie the coal measures for a vertical distance of about 125 feet, 
which gives a geological thickness of about 120 feet of this series of 
coal measures. 

These coal measures are formed of strata of shale, grit, sand- 
stone, and coal, at least five seams of coal being clearly defined by 
their outcrops, giving an aggregate thickness of coal of about 17 feet; 
of these, two, aggregating 10 feet, are separated by only 9 feet of 
sandstone. Another outcrop of 4 feet has been located, but whether 
this is the continuance of one of the other seams, or is distinct from 
them, has not been accurately determined. Underlying these coal 
measures is another stratum of limestone, whose dip from two outcrop 
and two drill holes about 2,000 feet from the outcrop was determined 
to be about 9 degrees, but this one determination is not considered 
sufficient to state absolutely that the dip so obtained is correct. I 
am inclined to believe that the dip is slightl}' greater. This lower 
stratum of limestone is apparently only about 100 feet thick, and 
under it appears to be another series of coal measures, but this latter 
conjecture is unreliable, as the appearances on which it is based may 
be due to a fold or sharp change in the dip of the limestone, or pos- 
sibly a fault, though 1 believe there is little possibility of the latter 
being the case. 



APPENDIX A A A TECHNICAL DETAILS. 3875 

The coal measures have been traced about 3,000 feet horizontally in 
the direction of the dip from an altitude of 400 feet to where they dis- 
appear and apparentl}^ continue below sea level. 

In the event of the drills proving the measures to be continuous over 
this area, hy taking the moderate estimate of 10 feet of coal being 
available, we have 9,000,000 tons of coal in a very small part (one 
twenty-hfth) of the reservation, or allowing 200,000 tons consumption 
per 3^ear, forty-five years' supply of coal for the Quartermaster's 
Department. Considering this narrow strip to continue the length of 
the reservation, 5 miles, we would then have two hundred and twent}- 
five years' suppW. Again, should this prove available, the main 
haulage ways can be located about 60 feet above sea level and 400 
3^ards from a slip lying at the dock. 

The harbor is absolute!}" safe at all times, no t3^phoon affecting it in 
the least, and ships of an}" draft to 32 feet could be easily brought up 
to a dock which can be located as mentioned above, 400 yards from 
the entrance to the mine. Timber for all kinds of work is abundant. 
It is thus seen that the conditions for mining and shipping are ideal, 
and the location is admirable for a coaling station for the entire islands. 

The entire mine equipment could be put in, coal-storage houses of 
the best design constructed, a dock equipped with modern, rapid, and 
efficient coal-loading machinery, and quarters and offices erected for 
probably $600,000. 



FEB 8 1905 



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4 IH47 



BJL TO 



